Lieutenant Commander Jeffrey Dalgliesh

Edited by John Perryman

Jeffrey William Dalgliesh was born in 1947 at Tara Queensland, the third of six children to Doris and Jack Dalgliesh. A few years after Jeff’s birth the Dalgliesh family moved to the Brigalow district in Queensland where they had bought a property farming cattle, sheep, pigs and crops.

Jeff completed the Queensland Scholarship Examination at Wychie State School in 1960 before boarding at Gatton Agricultural College for two years completing the Queensland Junior Public Examination in late 1962.

At the end of the school year he returned to Brigalow pondering whether to further his education at Gatton or Chinchilla High School or work on the family property with a view to purchasing one of his own. At just 15 and-a-half those aspirations and responsibilities seemed insurmountable and when a third option presented itself, and somewhat to his parent’s dismay, Jeff elected to join the Royal Australian Navy (RAN).

After applying and being accepted into the RAN as a Junior Recruit, Jeff joined HMAS Cerberus, Victoria on 15 March 1963. During the remainder of 1963 he achieved passes in the RAN Higher Education Test and was assessed as being suitable to undertake training as an officer. In January 1964 he was subsequently posted to HMAS Leeuwin, Western Australia as a Topman (officer candidate).

In 1964 Jeff was selected as an officer candidate 'Topman' for training at HMAS Leeuwin in Fremantle, WA.

After completing the Western Australian Matriculation Examination in 1964 Jeff was promoted Midshipman (Supplementary List) on 1 February 1965 and selected for aircrew training. Together with fellow Midshipmen Ray Godfrey, Victor Battese and Charlie Russel he returned to HMAS Cerberus as a member of Basic Aircrew Training Course (BATC) No.1 Modified.

On completion of BATC Jeff joined 57 RAAF Pilots Course at No. 1 Basic Flying Training School (BFTS) Point Cook, flying CAC Winjeel aircraft. Having attained hard-won ‘suitable’ standards, Jeff and the remaining RAAF and RAN course members were posted to No.1 Advanced Flying Training School (AFTS) at RAAF Pearce, WA, for further training on Vampire Mk. 35 jet aircraft.

Left: Jeff beside the cockpit of an RAAF Vampire trainer at RAAF Pearce. Right: Vampires on the flight line at RAAF Pearce, WA.

Jeff was to find the atmosphere at No. 1 AFTS flying Vampires much more relaxed than at No. 1 BFTS and he progressed satisfactorily completing his ‘Wings’ Test on 31 March 1966. Graduation and promotion to Acting Sub Lieutenant (SL) followed on 28 April 1966.

Graduating members of 1 AFTS, 57 RAAF Pilots course. Jeff is seated in the front row as indicated.

On completion of post-Pilots Course leave, Jeff joined HMAS Albatross, for 723 Squadron, on 8 May 1966 as a member of No. 3 Helicopter Conversion Course. There he learnt to fly UH-1B Iroquois helicopters, an aircraft he was to develop a close association with in the not too distant future. Joining him on the course was Lieutenant Stafford Lowe and Acting Sub Lieutenants Tony Casadio and Ray Godfrey. All facets of operating the UH-1B ‘Huey’, Day and Night, were covered and this training was to stand each of the pilots in good stead as they were all destined to become members of the 1st Contingent, Royal Australian Navy Helicopter Flight Vietnam (RANHFV) 15 months later.

Mastering the idiosyncrasies of rotary wing aircraft, and in particular hovering, at first proved challenging for Jeff but this was soon overcome with the assistance of Lieutenant Pat Vickers, from 725 Squadron, who was another who was destined to join the RANHFV.

Jeff in the cockpit of an RAN UH-1B Iroquois helicopter during rotary wing conversion training.

With their Iroquois conversion training completed in early July 1966, the four fledgling helicopter pilots were posted to 725 Squadron to master Wessex 31A anti-submarine helicopters. As members of No. 9 Operational Flying School (OFS) their training began on 10 July 1966 and was to continue through to 2 December 1966 finishing in time for Jeff to take Christmas leave prior to joining 817 Squadron. A shore-based workup began in the new year and was to continue in the aircraft carrier HMAS Melbourne when 817 Squadron embarked in her on 6 April 1967. Steaming north into the Coral Sea saw the Wessex squadron further hone its skills and on 28 April 1967 Jeff was promoted Sub Lieutenant.

On 5 May Jeff was rostered for plane guard duty in Wessex 831 with a crew comprising Sub Lieutenant Mick Bayliss and Leading Aircrewman ‘Stoney’ Burke. This was the fourth Search and Rescue (SAR) sortie for the day and the third without Lieutenant Commander Pat Vickers supervising - Jeff had by then been checked ‘Safe Solo SAR’ and this particular flight was covering the launch of an 816 B Flight Sea Venom.

Following the successful Sea Venom launch, and while moving aft to land on board Melbourne, the Wessex suddenly lost engine power. Jeff’s observer warned that they were “getting very close to the water” and Jeff’s reply, inter alia, is said to have confirmed that. Despite all possible actions by Jeff the helicopter was forced to make a water landing on the port quarter of the carrier. Fortunately all floatation devices activated allowing the crew time to escape the aircraft without injury.

Left: Sub Lieutenant Jeff Dalgliesh beside an 817 Squadron Wessex helicopter embarked in HMAS Melbourne. Right: Wessex 831 following a skilful ditching alongside the aircraft carrier.

Importantly, Wessex 831 was recovered by Melbourne, washed down and inhibited prior to being transferred to HMAS Sydney off Manus Island for return to Australia where a thorough inspection took place. The RAN Wessex fleet had suffered a number of similar engine issues and the opportunity was taken to methodically investigate 831’s Rolls Royce Gazelle engine, sending the Fuel Control Unit (FCU) to Rolls Royce for further analysis. Rolls Royce later advised the RAN that brass ball valves within the FCU were shredding ‘slivers’ of brass and restricting fuel flow to the engine causing a sudden loss of power. These were consequently replaced with silver ball valves rectifying the issue. The Accident Board convened in HMAS Melbourne after the forced landing deemed “no blame attached to the pilot” and it proved fortuitous that the aircraft was efficiently recovered.

The successful recovery of Wessex 831 enabled an investigation to establish the cause of the sudden loss of power and remedy the issues across the class. Note the flotation bags visible in these images..

The remainder of the deployment continued with port visits to Manus Island, Manila, Subic Bay, Hong Kong, Yokohama, Hiroshima and Singapore. Most of July was taken up participating in SEATO Exercise SEADOG, conducted with a multi-national Task Force in the Eastern South China Sea between Hong Kong and Singapore. Further west were the carriers and support units of the United States Navy (USN) 7th Fleet conducting strike missions over Vietnam.

During May 1967 while enjoying a visit to Hong Kong Jeff and a number of other 816 and 817 Squadron aircrew and maintainers were informed that they were to leave HMAS Melbourne in Singapore and return to NAS Nowra to form the 1st Flight of the RANHFV that would deploy to South Vietnam for active service in October 1967.

The RANHFV was to be integrated with the US Army’s 135th Assault Helicopter Company (AHC) operating and maintaining UH-1H Slicks (troop lift) and UH-1C Gunships in support of US led air mobile operations. With this move in mind the remainder of the spare time on board was taken up with nominated personnel learning as much as possible about the new role that would see 817 and 816 Squadron personnel take on the full spectrum of land based assault helicopter operations in just a few short weeks.

The transition was led by Lieutenant Commander Pat Vickers who was designated as the Senior Pilot (SP) of the RANHFV 1st Flight and the Carrier Borne Ground Liaison Officer (CBGLO) Major Frank Crowe. His input was to prove invaluable as he had already completed a tour of duty in Vietnam with the Australian Army. After a short time in Singapore the nominated personnel left for Australia on 31 July 1967 to take up the new role - Jeff was still 19 years old. By the end of August 1967 Jeff was again on the strength of 723 Squadron but now as a qualified helicopter pilot with the newly formed RANHFV. Re-familiarisation on ‘Hueys’ followed as did training in as many facets of the forthcoming deployment to South Vietnam as were possible with limited time and resources. All too quickly the work-up was completed and following a week of pre-deployment leave Jeff departed with the first group by Qantas 707B on a regular passenger service from Sydney to Manila. After an overnight stay, a PAN AM military charter carried the Australians the remainder of the way to Tan Son Nhut Airport, Saigon.

Training in RAN UH-1Bs prior to deploying placed the men of the 1st Contingent RANHFV in good stead for the challenges that they would soon face in South Vietnam.

Members of the First Contingent RANHFV prior to their departure for service in Vietnam

After being transported to Vung Tau by Chinook helicopter Jeff and his fellow airmen briefly took up residence in a French Villa where the 135th AHC crews were billeted. Five days later he joined the 187th AHC at Tay Ninh for two weeks in-country training on UH-1D Hueys and an introduction into US Army air-mobile assault operations. On completion, Jeff returned to Vung Tau on 20 October 1967 and the 135th AHC, which by then had been dubbed an Experimental Military Unit (EMU) and fittingly nicknamed the ‘Emus’. A check flight on the new UH-1H Huey ‘slicks’ followed and he was soon certified ready for combat operations which commenced in November 1967.

Reflecting on his 12 month tour of duty, Jeff recalls that that as he was single, a Sub Lieutenant and just 20 years old he probably had a different perspective on life and the war to that of his RAN colleagues who were mostly married and older. During his time with the RANHFV Jeff flew UH-1H ‘Slick’ troop carrying helicopters as an Aircraft Commander amassing 1250 hours flight time. In the latter months of his tour this included flying especially modified Slicks capable of laying smoke to obscure incoming flights from enemy fire directed from Nipa Palm and tree lines during combat assaults. In this role Jeff became one of the primary aircraft commanders involving a single aircraft operating at high speed after fighter-bombers and helicopter gunships had prepped the area prior to the Slicks inserting the troops.

Left: Slicks preparing to embark troops in a pick-up zone in South Vietnam. Right: A view of the cockpit in a 135th AHC 'Huey'.

The dangers faced by the RAN aircrews were brought home by the loss of Lieutenant Commander Pat Vickers to hostile fire on 22 February 1968, and the deaths of Lieutenant Tony Casadio and Petty Officer ‘Darky’ Phillips on 21st August 1968. Tony Casadio and Jeff were of similar ages and firm friends who had been on sequential pilots’ courses and who had undertaken Iroquois and Wessex conversion training together as well as deploying with 817 Squadron in HMAS Melbourne. On that fateful day Jeff was airborne with another Slick heading to Nai Bai at the same time that Tony Casadio was heading for Nui Dat as part of a ‘Taipan’ Gunship Team. The Taipan wingman was overheard on the radio to call “Leader Down” and Jeff immediately reacted returning to land as close as possible to the crash site to ascertain the condition of the crew. The aircraft had received an RPG round in its tailpipe and although it did not explode it caused the engine to fail and the aircraft to subsequently crash. Although Jeff’s aircraft quickly arrived on the scene the crashed aircraft was soon alight with live ammunition and ordnance exploding. Sadly none of the four aircrew survived and it proved a bitter personal blow to Jeff.

Left: Lieutenant Tony Casadio and right Petty Officer OC 'Darkie' Phillips.

Jeff departed South Vietnam on 10 September 1968. In recognition of his service with the RANHFV he was Mentioned in Dispatches. His citation reading:

Sub Lieutenant Jeffrey William Dalgliesh, Royal Australian Navy, distinguished himself by displaying sustained courage and fine leadership during combat flying operations while serving as an aircraft commander in the 135th Assault Helicopter Company.

Sub Lieutenant Dalgliesh participated in combat operations against the enemy almost daily from November 1967 to September 1968 and at all times exhibited outstanding qualities of courage and leadership. On many occasions, he volunteered for re-supply missions to ground troops in action against the enemy at considerable risk to himself and, on three occasions, received fire in his aircraft, resulting in forced landings. Each landing was executed skilfully and safely, allowing immediate return of both aircraft and crew to operational status.

By his exceptional devotion to duty and sustained acts of courage, Sub Lieutenant Dalgliesh acted in the highest traditions of the Service and brought great credit upon himself, his unit and the Royal Australian Navy.

Jeff, second from left, in discussion with US Army personnel beside a UH-1H 'Slick'.

Following leave, Jeff joined VC851 Squadron in late October 1968 to begin flying C47 Dakotas as a co-pilot. VC851 had four C47s and much to Jeff’s amazement each had its own idiosyncrasies. Co-pilot duties consisted mainly of raising and lowering the landing gear and talking on the radio and this was to prove an enjoyable return to fixed wing flying and being back in an RAN Fleet Air Arm Squadron. The main task for the C47s at that time was completing basic navigation training for observers who were returning from training with the USN.

Three of the four RAN C47 Dakotas in formation over NSW.

In early 1969 Jeff also began flying as a co-pilot in S2E Trackers but this relatively easy life style was short-lived, for on 19 March 1969 he joined No. 2 Tracker Operational Flying School (OFS) along with 7 other pilots including Lieutenant Ray Godfrey who had also flown with the RANHFV. The OFS concentrated on teaching pilots to fly from the right-hand seat as both Pilot and Tactical Coordinator (Tacco). Midway through the OFS Jeff was promoted Lieutenant on 20 August 1969, his 22nd birthday - the course ended 16 October 1969.

Jeff remained on VC851 following completion of OFS continuing to fly both Trackers and Dakotas. Later that year he successfully completed Tracker Day Deck Landing qualifications in HMAS Melbourne during a VS816 Squadron workup in November 1969.

In March 1970 Jeff attained Dakota command after which he continued flying both types of aircraft across the full spectrum of tasks from NAS Nowra. During that time he accepted a Permanent Commission in the RAN on the Supplementary List before joining VS816 Squadron on 31 August 1970.

On VS816 squadron Jeff qualified for carrier night deck-landings in Trackers before the squadron joined HMAS Melbourne to participate in Exercise SWAN LAKE which was to include port visits to Fremantle, Hobart and Adelaide. On completion the ship returned to Sydney and the air group disembarked to NAS Nowra for Christmas leave.

In November 1969 Jeff qualified to undertake Tracker Day Deck Landings onboard HMAS Melbourne, an important milestone for most fixed wing naval aviators.

Jeff remained on 816 Squadron until 1 May 1972, deploying in HMAS Melbourne for RIMPAC 1971 in Hawaiian waters, and to South East Asia the following year visiting Manila, Hong Kong, Singapore and Jakarta. VS816 crews were then flying with a combination of a single pilot and an observer as the Tacco in the right-hand seat. During this period Jeff had the opportunity to cross-deck to the USS Ticonderoga, CVS-14, and operate with the US Navy’s VS-33 Squadron the ‘Screwbirds’.

On 1 May 1972 Jeff re-joined VS851 Squadron flying both S2E Trackers and C47 Dakotas for the remainder of the year. In January 1973 he left Australia with his family to take up a two-year exchange posting with the USN. Travelling via Hawaii they arrived in San Diego where Jeff joined VS-41 Squadron, the West Coast Replacement Air Group (RAG), located at NAS North Island, Coronado, California. After arrival he attended the USN Instrument Flight Training Department to familiarise himself with USN and FAA Instrument Flying procedures. He was also re-familiarised and NATOPS checked on the S2E prior to joining VS35 Squadron.

The transition to flying S2E Trackers operationally with the USN progressed smoothly once the intricacies of operating in the United States’ very busy air space was mastered. During that time Jeff became adept at modulating his speech so that US air traffic controllers could readily understand his Australian accent. He then moved to VS35 Squadron, aptly nicknamed the ‘Boomerangers’, in mid-February 1973. Located at NAS North Island it was to prove a short but pleasant interlude as Jeff and his family settled into life in Coronado.

At that time the USN was crewing its Trackers with two pilots but was moving towards a one pilot operation for the new S3 Viking. Day and night FCLP were conducted at San Clemente Island off the coast of California, NAS Miramar, home of Top Gun, and MCAS El Centro in the desert prior to day carrier deck landings on USS Ticonderoga. On 6 April 1973 Jeff passed his CAPC Board for the S2E, qualifying him to operate as a left or right-hand seat aircraft commander during all facets of ASW and associated operations.

As VS35 transitioned to operating S3 Vikings, Jeff moved “across the hanger” joining VS38, the ‘Claw Clan’, which was re-equipping with S2G Trackers. Jeff then deployed to the Western Pacific (WESTPAC) with VS38 as part of CVW11 embarked in USS Kitty Hawk, CV-63. Jeff takes up the story:

During January, 1973, Kitty Hawk departed San Diego and headed northward toward San Francisco Bay for major modifications at Hunters Point Naval Shipyard. The months spent there resulted in the conversion of the ship from an attack carrier into a multi-purpose carrier. Multi-purpose meant that Kitty Hawk would not only have the attack capability of other carriers, but an additional anti-submarine warfare (ASW) capability as well. One of the most significant additions that brought ASW into reality in Kitty Hawk was the installation of an Anti-Submarine Classification and Analysis Centre (ASCAC). The centre would receive data collected by ASW aircraft assigned to the ship and use its highly sophisticated computer complex to locate and analyse foreign sub-surface contacts. Kitty Hawk became the first carrier in the Pacific to employ this multi-purpose concept and was later to receive ASW helo squadrons (HS-4, HS-8) and ASW aircraft squadrons (VS33, VS-37and VS38) for the purpose of providing the searching arm for her ASW operational phase.

USS Kitty Hawk prior to her departure for the 1973 WESTPAC cruise.

Jeff’s experience in the RAN was to prepare him well for the upcoming deployment in Kitty Hawk and the expanded range of tasks that would be undertaken by Air Wing 11. He had completed two years’ operating S2E Trackers from HMAS Melbourne with VS816 but there was of course an appreciable difference in size between the two carriers:

HMAS Melbourne was 20,000 tonnes fully loaded with three aircraft squadrons and the SAR flight embarked - in all, about 1500 personnel with 20 aircraft. USS Kitty Hawk displaced 80,000 tonnes with 5500 personnel, 13 air squadrons embarked with about 105 aircraft.

By the end of July 1973 Jeff had attained day and night currency as a qualified Aircraft Commander on S2Gs as well as qualifying as a Landing Signals Officer (LSO) for S2 Trackers and C1 Traders, an S2 variant used for carrier on-board delivery (COD) of stores and personnel. During this period he maintained carrier deck landing currency on the USS Franklin D Roosevelt off Florida and USS Ranger off San Diego.

In September 1973, Exercise RIMPAC formed a major part of the Kitty Hawk and Air Wing 11 workup and Jeff had the pleasure of meeting and working with members of VS816 both ashore in Honolulu and at sea when VS816 cross-decked an aircraft and crew to Kitty Hawk. During October 1973 Jeff was designated as the VS38 NATOPS officer and as an Instrument Rating Examiner. This meant that Jeff was responsible through the Operations Officer for standardisation and training of the 22 VS38 pilots. This would later stand him in good stead when he became the Senior Pilot of VS816.

Kitty Hawk deployed to WESTPAC on 21 November 1973 steaming to Subic Bay, in the Philippines. Unfortunately, en route the carrier suffered an engine room fire in which six engine room personnel perished. On arrival at Subic Bay repairs were carried out before resuming the deployment.

During the next eight months in the Western Pacific and Indian Oceans, CYCLIC Operations continued and the mode in which the carrier was operating, be it Power Projection, Sea Control, or Composite, dictated the actual aircraft type and number that were embarked. Aircraft not deemed necessary were shore based at and operated from, NAS Cubi Point, Philippines. Jeff was to reflect:

During Cyclic Operations it was not unusual to be part of a 30 aircraft launch where the Trackers would triple cycle and on return 6 hours later be faced with a 30 aircraft night EMCOM silent recovery - no radio calls - one had to ensure that you made your pre-determined approach time.

During the period February thru May 1974 special operations were conducted in the Arabian Sea where the ship was visited by the Shah of Iran. Jeff was appointed the VS38 display pilot for the numerous practices and an Air Show flown for that occasion.

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The deployment in the Indian Ocean operating area and working as part of a large air wing at sea was to prove both challenging and enjoyable for Jeff. Port visits were made to Mombasa, Singapore, Manila and Hong Kong but a much anticipated visit to Perth was not to eventuate. This was a disappointment for Jeff as he had been designated as a member of the air wing’s advanced party that was to be flown to Perth to prepare for the Kitty Hawk’s visit. Kitty Hawk and CVW11 returned to San Diego in July 1974 with the Tracker Squadrons disembarking to NAS North Island.

USS Kitty Hawk at sea with her air group embarked

The following month Jeff was sent to Monterey Post Graduate School to complete a Safety Officers’ Course. After graduating, he returned to VS38 and was appointed as the Head of the newly formed Safety Department, relinquishing his NATOPS duties to a subordinate officer who would in turn report to him.

At the same time VS38 ‘command’ communicated with the RAN to negotiate an extension for Jeff’s exchange posting. Due to the introduction of the S3 Vikings ongoing S2 transition training for replacement aircrew was reduced, leaving remaining fleet S2G squadrons short of experienced crews. Jeff’s posting was subsequently extended so that rather than returning to Australia in January 1975 he would again deploy with VS38 in USS Kitty Hawk before returning to Australia in September 1975.

Workups and participation in Exercise RIMPAC 75 followed before the Kitty Hawk again deployed to WESTPAC and the now very familiar Subic Bay. Following embarked periods in the Western Pacific Jeff departed VS38 for San Diego in mid-September 1975 on a US Navy charter flight to join his wife Jules in San Diego for final administration and then leave en route to Australia.

A VS38 Tracker prepares to launch from the deck of USS Kitty Hawk.

Returning to the RAN after completing nearly three years of exchange service with the USN, much of it embarked, gave Jeff a very practical insight into USN Air Wing operations in an open water environment. He was responsible for NATOPS Standardisation and Training and he had qualified as an LSO in all aspects of operating S2Gs which were equipped with updated acoustic sensors and processes compared to the RAN operated S2E.

Approximately two years later these same aircraft would be transferred to the RAN to replace aircraft destroyed in a hangar fire at NAS Nowra. In later years Jeff would operate these aircraft as the Senior Pilot of VS816 and as the Commanding Officer of VC851. While the exchange tour involved a lot of sea time, Jeff enjoyed the responsibilities of being a NATOPS/Training Officer, an LSO, and Safety Officer. At the end of his exchange with VS38 its then CO rated Jeff:

A truly professional and expert aviator who possesses a superior knowledge of tactics and aircraft. One of the most capable flight leaders of any rank observed. Extremely effective in his ability to impart knowledge to Junior Pilots.

In September 1975 Jeff joined HMAS Albatross for S2E Weapons System Trainer (WST) duties as well as fulfilling the role of Pilot Instructor and Assessor.

During November 1975 VC851 completed Jeff’s re-familiarisation on the S2E and then scheduled him for flying on an available basis in order to maintain currency while he carried out his primary duties as a WST Instructor. This pattern was to continue into the new-year in 1976 at which time it was interrupted by three x two-week periods of acting as the Senior Pilot with the FAA detachment at Broome in support of Operation TROCHUS operations.

The intrusion of foreign fishing vessels to the north-west of Australia was becoming increasingly problematic to the Government, not least for the poaching in Australian waters but also for the threat of exotic diseases and possible drug trafficking. The S2E Tracker patrols involved daily surveillance flights over designated areas of the Western Australian Coastline and Indian Ocean in conjunction with RAN patrol boats, Customs and Immigration and Australian Federal Police.

In October 1976 the operational tempo was interrupted when Jeff was selected as a member of a FAA team to compete in the Benson & Hedges Air Race. The FAA entered two Trackers that would fly from Western Australia’s Jandakot Airport to Sydney’s Bankstown Airport. Lieutenant Commander Peter Adams, Lieutenant John Dolan, with Chief Petty Officers Mudge and Jeffries crewed Air Race 101 and Lieutenants Jeff Dalgliesh and Max Smart, with Petty Officers Danny Griffen and Barry Thatcher, were Air Race 102.

Due to the complex handicap system designed to cover some 176 entrants the RAN aircraft never had any chance of winning the race but Air Race 102 was the third aircraft across the line at Bankstown after four days of flying. According to Jeff ‘the race was deemed a great success, spawning many stories told by the entrants’.

Jeff (second from right) with fellow RAN participants in the 1976 Benson & Hedges Australian Air Race.

Both of the RAN’s Tracker squadrons, VC851 and VS816, suffered major setbacks on 4 December 1976 when most of their aircraft were destroyed in a deliberately lit hangar fire at NAS Nowra. At around midnight that evening, 'H' hangar was engulfed in flames and all but three of the Tracker fleet were lost.

The devastation left in the wake of the fire that destroyed the RAN's Tracker fleet in December 1976

This brought an abrupt four year interruption to Jeff’s Tracker flying as the matter was investigated and replacement aircraft sourced from the US. In the meantime Jeff was loaned to VC724 to undertake Macchi MB326H conversion which was to stand him in good stead for a subsequent posting to Number 68 Flying Instructors Course at Central Flying School RAAF East Sale. On reflection Jeff was to find flying Macchi jets with VC724 most enjoyable, spending January to August 1977 on VC724 while still conducting some WST sessions.

Jeff (front left) with other members of No.68 Flying Instructors Course.

On 20 August 1977 Jeff was promoted Lieutenant Commander. During his time on VC724 Jeff was lent to the Aircraft Carrier Replacement Project in Navy Office, Canberra, for a period of six weeks. Being involved with the project gave him an insight into the Navy’s administration and bureaucracy but Jeff was never again to serve in Canberra.

By early December 1977 Jeff had successfully passed his flying instructors course and in January 1978 the Dalgliesh family moved to Bullsbrook near RAAF Pearce, Western Australia, where Jeff was appointed as the Senior Naval Officer (SNO) for flying duties at No. 2 FTS. There he settled into the well-established routine of No. 2 AFTS and over the next two years, he saw twenty-seven naval pilots earn their ‘Wings’ and return to Nowra for Operational Flying School training. His own professional development was also to benefit during this time and he progressed from being a ‘C’ category QFI thru to becoming an ‘A2’ category QFI as well as a designated Instrument Rating Examiner on Macchi jet trainers.

In addition to flying instruction and administrative duties Jeff maintained a close liaison with HMAS Leeuwin’s Executive and Wardroom in an attempt to instil naval traditions in the budding Naval Aviators in what was a very RAAF-dominated environment. The port of Fremantle, where Leeuwin was situated, and the nearby city of Perth had always proved popular with visiting warships of all nations and such visits were to prove a highlight for Jeff and the naval trainees during their time in WA. In August 1978 the nuclear powered aircraft carrier USS Enterprise, CVN-65, anchored in Gage Roads bringing with her Jeff’s former squadron, VS38, which was by then flying S3A Vikings.

The visit of USS Enterprise to Fremantle in 1978 saw Jeff reacquainted with his former squadron VS38. Enterprise was the world's first nuclear powered aircraft carrier.

Before completing his posting at RAAF Pearce Jeff’s non-instructional flying was to include participation in a number of formation flypasts and in an air show to celebrate Western Australia’s 150th anniversary.

Returning to the eastern states, and following a period of leave in Nowra, Jeff joined the RAN training ship HMAS Jervis Bay in Sydney on 7 January 1980 to undertake Bridge Watchkeeping training. He completed three training cruises in the ‘JB’, culminating in him being awarded an Ocean Navigation Qualification during the final voyage between Sydney and Fiji. It was during that time that the first female midshipmen were embarked in the ship for navigation and seamanship training. On arrival off Fiji Jervis Bay was joined by HMAS Vampire and both ships were subsequently sent to an area north of Fiji to observe Chinese ballistic missile firings tests.

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On 18 June 1980 Jeff joined HMAS Melbourne as a bridge watchkeeping officer under training, a very different role and experience to that which he was used to as an aviator. The carrier subsequently deployed to the Indian Ocean and while in company with the guided missile destroyer HMAS Perth Jeff was loaned to her to gain valuable experience as OOW (UT) in a DDG. On 15 December 1980 Melbourne returned to Sydney by which time Jeff had attained his full Bridge Watchkeeping Certificate. At the same time he transferred to the General List.

Returning to HMAS Albatross in January 1981 Jeff took up what proved to be a short term appointment as the Chief Flying Instructor before joining VS816 Squadron as a short-notice operational relief. VS816 was scheduled to embark in HMAS Melbourne for a deployment ‘up top’ leaving little time for Jeff to reacquaint himself with Trackers, which he had not flown for four years. Nor was he current in carrier operations, resulting in much work to be done prior to embarkation which was scheduled for 12 March 1981.

During the period 6-12 March Jeff re-familiarised himself with S2Gs during day and night operations, was NATOPS checked, instrument rated and flew FCLP’s to be ready for embarkation and deck landing practice on 12 March. In spite of the frenetic pace, Jeff successfully returned to operational flying duties assuming the role Senior Pilot in time for Melbourne’s departure for Perth on 27 April 1981.

Melbourne’s deployment included port visits to Fremantle, Manila, Hong Kong, Singapore and Darwin. While transiting from Fremantle to the Philippines, Melbourne exercised with the USS Midway Battle Group providing further cross-decking opportunities.

Surveillance, weaponry and ASW sorties continued throughout the deployment and it was Jeff’s responsibility as the SP VS816 to ensure that all pilots remained operationally current in day/night deck landings within the limited deck time available and in all other aspects of embarked operations. The Singapore visit was of sufficient duration that VS816 was able to disembark some Trackers and conduct shore based operations from RSAF Tengah while Melbourne remained alongside.

The carrier departed Singapore for Darwin on 8 July 1981 and after re-embarking the aircraft from RSAF Tengah, Melbourne continued south for Australia enjoying a more relaxed operational tempo. After the Darwin port visit the final leg of the voyage to Sydney saw VS816 disembark on 23 July 1981, by which time its Trackers had flown an impressive 970 sorties.

Following a short period of leave, the squadron set about making preparations to re-embark in Melbourne for participation in Exercise SEA EAGLE. During the leave period there had been a change-over of personnel necessitating crew training and FCLP practice prior to embarking in Melbourne on 16 September 1981.

Exercise SEA EAGLE concluded on 22 September and following a short interlude at NAS Nowra VS816 re-joined Melbourne for participation in Exercise KANGAROO 81. It proved to be a busy end to what had been a high tempo year for the Tracker crews. ASW and surveillance flights continued off the Australian coast until 10 November 1981 and this proved to be the last occasion on which fixed-wing operations were conducted from HMAS Melbourne. It was also Jeff’s 225th day catapult shot.

HMAS Melbourne with 816 Squadron Trackers embarked in 1981. During this voyage Jeff carried out his 225th day catapult shot in an S2 Tracker.

At the end of 1981 the RAN’s ageing aircraft carrier was scheduled for a major refit that would extend its life while a replacement was sought. However, an opportunity for the Australian Government to purchase the light aircraft carrier HMS Invincible from the UK curtailed work on Melbourne and she was rapidly decommissioned.

Following the Falklands War of 1982 the Australian Government made a decision to abandon plans to replace Melbourne and discontinue fixed-wing aviation in the RAN. This came as a bitter blow to the Fleet Air Arm resulting in many of the RAN’s aviators leaving the Service. Some were to transfer to the RAAF and RN while others moved into the civil aviation industry.

VS816 continued to operate ashore from NAS Nowra with an expectation to send a flight of aircraft to Darwin during the New Year of 1982 to continue coastal surveillance. As the Senior Pilot Jeff was readying himself to deploy but it proved not to be the case.

Just prior to Christmas 1981 Jeff was asked if he would accept a short notice posting to the RAN Staff College in January 1982 due a prospective student being unable to attend. Following the submission of a hastily scripted book review required prior to commencing the Staff Course and rearranging leave plans, Jeff joined HMAS Penguin for RANSC 7/82 on 11 January 1982. The staff course progressed with the normal late nights, staff papers, syndicate discussions, guest speakers and visits to obscure establishments until its completion mid-year.

Jeff was then posted to VC851 on 12 July 1982 for HS748 conversion training. A return to fixed-wing flying saw him cover all facets of HS748 flying which continued until 5 November 1982 when he flew his final check flight. During the conversion, Electronic Warfare (EW) operational flights were also flown so that when he was signed up for Command he had also been checked out operationally.

On 14 January 1983 Jeff assumed Command of VC851 Squadron relieving Lieutenant Commander Trevor Peck in a ceremony involving Tracker 851 being ceremonially ‘pulled’ by Squadron officers harnessed in three Clydesdale horse collars supplied by one of the squadron officers.

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LCDR Trevor Peck is ceremonially pulled ashore in Tracker 851 on the occasion of handing over command of the squadron to Jeff in January 1983.

VC851 operations continued for both the EW HS748 aircraft and the S2G’s whose primary mission was supporting Operation ESTES, conducting Bass Strait restricted area surveillance, and carrying out Fleet support duties.

Jeff was again to complete a re-familiarisation on S2Gs and was to find that fleet requirements would take up much of the squadron’s time for both types of aircraft. Morale within the squadron at that time was pensive as the future of the remaining fixed-wing units of the Fleet Air Arm was very much in doubt noting that HMAS Melbourne was not to be replaced. To the dismay of all affected, the anticipated decision to disband the fixed wing elements was finally announced in May 1983 and would come into effect on 30 June 1984.

In the meantime a unique opportunity presented itself for Jeff to captain an HS748 flying members of a board of inquiry from Australia to Singapore in May. The unscheduled ten day deployment was to prove a good opportunity for the aircrew to experience a long-range deployment in international air space without the usual support that they enjoyed when operating from a carrier.

On 17 September 1983 VC851 deployed to Port Hedland in support of Exercise KANGAROO K83. One EW HS748 and four Trackers made the long overland trip via Broken Hill, Alice Springs and Broome to join a tent city at the Port Hedland airport. The Trackers formed part of Orange Force and the EW748 acted as both purple and Orange Force. The squadron returned to Nowra on 15 October 1983 and during this period of operations Jeff notched up his 6000th flight hour. At that time Jeff was thought to be the first RAN pilot to reach that milestone.

Page 5: https://seapower.navy.gov.au/sites/default/files/documents/Navy_News-March-9-1984.pdf

In the lead up to the cessation of fixed-wing operations in June 1984, NAS Nowra hosted visits from senior officers, politicians and Defence public servants to discuss the future of the FAA and how its personnel would be affected. Unbelievably for Jeff and his team this came at a time when the tempo of operations in support of Operation ESTES patrols continued on a daily basis for the Trackers, as did the commitment to supporting the RAN Fleet’s insatiable requirements for working up its units. The RAN’s two EW HS748s were equally busy with Fleet requirements simulating hostile electronic warfare environments.

Left: HS748 aircraft in flight over Jervis Bay, NSW. Right: An S2 Tracker conducting a maritime patrol overthe Australian coast.

The New Year saw operations continue at the same tempo with participation in Exercise SEA EAGLE and Jindalee trials being conducted from Northern Australia. As the 30 June deadline approached, 851 Squadron personnel were given options to transfer to rotary wing (helicopter) operations, transfer category or Service, or retire. Jeff was informed that he could expect his next posting to be as the Executive Officer of the oceanographic research ship HMAS Cook. While this would be a challenging, interesting and career enhancing move, Jeff decided after numerous interviews and discussions with officers from the Department of Aviation that he would retire from the Navy and move into Civil Aviation. Having made that decision Jeff handed over Command to Lieutenant Commander DRA Scott on 9 April 1984.

Left: Jeff beside one of the RAN's HS748 aircraft. Right: Jeff hands over command of VC851 Squadron to LCDR DRA Scott in April 1984

Jeff’s time as CO of VS851 was both challenging and rewarding and he was to reflect that:

...it was an honour to be in that position it was also sad, frustrating and disheartening as it marked the demise of the FAA fixed-wing flying. My last flight in the RAN was as lead of a three ship formation - an HS748 with two S2G’s as wingmen on 27 April 1984.

His resignation became effective on 17 May 1984 having served in war and peace for 21 years.

Jeff subsequently joined the Department of Aviation in Sydney as an Examiner of Airmen General Aviation for four years. He also spent one year flying Westwind Corporate Jet Aircraft with a Charter/Corporate operation which involved the NRL Club the Canberra Raiders. The charter operation took him all over Australia and the Western Pacific area to New Zealand, Fiji and Papua New Guinea.

In 1989 Jeff joined Air Niugini flying as a Check and Training Captain on the DHC7 aircraft on domestic operations which included simulator training for PNG National pilots in Toronto, Canada where the only DHC7 simulator was located. This was followed by a move to Hong Kong as a simulator instructor and then Simulator Training Manager (STM) on the B747 series aircraft with Cathay Pacific Airways. In addition to conversion, recurrent training for crews and training material development on the B747-400, Jeff as the STM was responsible for simulator fidelity. This involved him acting as a flight test observer during CAD B747- 400 Simulator Test Flights and B747-400 Aircraft Test Flights to fill the statutory quota plus aircraft acceptance flights for new aircraft out of Boeing in Seattle, USA and refurbished aircraft out of the HAECO Engineering Facility in Xiamen China.

Jeff spent 20 enjoyable years with Cathay Pacific before retiring in 2013 and moving back to Sydney. Three more years were then spent with Cathay in a part-time capacity with many trips to Hong Kong to facilitate Senior Captain Authorised Examiner Training and to assist in the recruiting of junior pilots to the company.

After leaving the RAN Jeff worked for many years in civil aviation spending 20 years with Cathay Pacific.

By the time Jeff retired fully he had accumulated 8994.0 flight hours as a pilot, completed 477 day and night fixed-wing carrier landings on six different aircraft carriers, carried out 77 helicopter carrier landings on 2 carriers and 11,790.0 hours as a Simulator Instructor or Flight Observer on B747 series aircraft.

Jeff married Jules in 1969 at the HMAS Watson Chapel and she and their two children Kirdi and Stuart have, through curiosity, followed Jeff on numerous adventures around the world.

On 30 January 2018 Jeff attended a Last Post Ceremony for his old friend Tony Casadio held at the Australian War Memorial (AWM) and later the same year, on 18 August he joined other RANHFV veterans who were presented with retrospective Unit Citations for Gallantry at the AWM in conjunction with another Last Post Ceremony for the late Petty Officer Darky Phillips (RANHFV).

He is now enjoying his retirement in Mosman, NSW, with his wife Jules.

Jeff with other veterans of the RANHFV on the occasion of the award of a Unit Citation for Gallantry in recognition of the Flight's service during the Vietnam War.