Virtual
War Memorial
Australia

THE BOY WHO WOULD FLY: and fell from the sky

(Charles Nevil Ker Bell 1919-1978 Darwin NT)

By his daughter Margaret Picard

Extract

My father's story began in the FHANQ 'Relatively Speaking' July 2006 edition Vol. 25 No 2. It briefly touched on his boyhood games and mentioned some aviation contemporaries.

It is not surprising that in Nevil's formative years he was drawn to the freedom of the skies. 1919 ushered in the first aerial flight from England. Thereafter, the arrivals of aviators and aviatrixes undertaking record breaking flights and air races provided great entertainment for the Darwin population. By 1937 there were four steamers monthly and five aeroplane services weekly. Security for the small outpost was an issue and coastal defences were operational with an anti-aircraft battery installed.

1932: The story now continues written mostly in Nevil's own words.

There was a visit from Point Cook of a flight of Westland Wapitis and Bristol Bulldogs (fighters) who gave a thrilling air display over the Darwin Harbour. Their glittering silver wings against the clear blue cloudless sky and the formation aerobatics comprising - loops - rolls - spins by the pilots in the radial engine Bristol Bulldogs confirmed the vibration from within of wanting to become a pilot.

To complete the display there was a beat up of the old Darwin wharf (later destroyed by the Japanese bombing of Darwin). A large portion of the populace of Darwin had gone to view the display. During the first pass, flying low over the heads of those sitting on top of the old cattle loading fence some of the aboriginals jumped into the harbour thinking they were going to be hit.

1934: Nevil was a youth of 15 years when his remote, elderly father James died.

My mother took me south to Adelaide by ship to finish my schooling. Upon the death of my father we returned to Darwin on the "SS Marella", originally the German ship "Hilda Woermann". As we anchored out in the harbour waiting for a berth a droning sound could be heard. With the sun from the east a flash of silver was seen in the sky that on coming closer proved to be an aeroplane. After circling the ship a few times it flew off continuing its way around the coast line to the Fannie Bay aerodrome. It was then decided I must get my own aeroplane somehow, one day.

1935- Abt 1938: The flamboyant behaviour of the local flying doctor Clyde FENTON, either influenced Nevil's character or perhaps only reinforced it. Dr FENTON was once described as a man who had a "compulsive acceptance of challenge and wilful disregard of personal hazard". Undoubtedly, he was a thorn in the side of the officers of the Department of Civil Aviation. This pattern was repeated by Nevil without the same success although fortunately without the numerous air crashes.

Having left school it was while working as a messenger with the Post Master Generals Department that I became friendly with Doc as he was usually called. Quite often there were telegrams for him concerning his practice at the old Darwin Hospital in Packard Street.

When DOC first came to Darwin during his course of duty he would ride a motor bike from the clinic which was opposite the Church of England Church out to the hospital. He only travelled at two speeds, flat out and stop, and you could always hear him coming down Mitchell Street. Doc FENTON's usual arrival by aircraft was a cliff top approach from the Chief Medical Officer Dr COOK's residence near Stokes Hill and Government House, along to the Darwin Hospital and over to the old aerodrome at Fannie Bay.

His flying and antics impressed me. Some of these being dipping his wing at night in front of the screen of the open air Star Theatre; aerobatics over the town on moonlight nights and landing on Mindil beach when the tide was out. Flying his Moth from Darwin to VRD Station many miles south he'd pick up a patient (one of many), return at night and then do an appendectomy. It was my pleasure to have Doc give me my first feel of aeroplane controls.

Aviation was firmly established in my blood so I joined QANTAS in Darwin as an apprentice aircraft engineer and aircraft man. Before the new QANTAS main hangar was built Doc had to park his aircraft out in the open. There was the old garage sized hangar but that had been built for the DH60G Moth Registered VH UNJ and christened 'The Magic Carpet'. Doc later acquired this aeroplane. For ease of housing, like all Moths the aeroplane had folding wings. The wings were supported by a temporary jury strut before unlocking the wing bolts for folding. The aeroplane was then lifted by the tail skid, hooked onto a small trolley and wheeled into the hangar.

QANTAS then flew me for training firstly to Archerfield, Brisbane and later onto Rose Bay, Sydney. It was during this period I was taught to fly. I received a telegram from Doc congratulating me on my first solo flight in Brisbane. After five hours of instruction by Captain Charlie MATHESON I obtained my private pilots licence in a Gipsy Moth VH-UIG. I was able to obtain a most useful handbook for Instructors and pupils written by Roy Harben.

1939: 3 September 1939 Great Britain, France, Australia and New Zealand declared war on Germany. On his 20th birthday, 7 September 1939 Nevil enlisted with the local militia, 7th Garrison Company AAMC. By this time he had resigned from QANTAS lured by the chance of "getting ahead" and operating his own Silvertop Cab Company.

1940: Shortly after Nevil's 21st birthday he had enough money to buy his own aeroplane. What excitement he must have felt travelling to Adelaide to take delivery. If he felt any trepidation about the return flight in mid summer through the red centre to monsoonal Darwin it is not apparent in his reminiscences.

Picture Nevil flying in VH-UAR the sturdy Cirrus II Moth with its wooden frame and fabric covering. Of necessity, a helmet, goggles and warm clothing were worn as the pilot is at the mercy of the elements in the open cockpit, rather like when riding on a motor bike. The journey was slow with a cruising speed of about 85 mph and a fuel range of 430 miles. Nevil's reminiscences continue.

It was not until 1940 when it was possible for me to be in a position to purchase my own aircraft a "Cirrus Moth" from the Royal Aero Club of Adelaide, South Australia. In order to fly the machine back to Darwin it was necessary to install an extra tank. Not being able to navigate (or read a compass properly) I relied entirely on map reading.

To fly though the centre I followed the railway line to Alice Springs, and then the overland telegraph line to Birdum some 330 miles south of Darwin where the other railway line was followed to Darwin for the remainder of the flight. This aeroplane did not have any trim tabs and all variations of loading had to be compensated for by pressure on the stick which made actual flying over the long journey very tedious.

24 December 1940: When he awoke on that day little did Nevil know that this twelfth day of proud ownership of the Moth was to be the last. Many years later his six children would take delight in regaling the tale of "how Dad lost his brains". Late in the 1960's Nevil revisited the crash site in Arnhem Land. The only item he recovered was the tail skid and it is still kept by of one of his twin sons, David.

A day after arriving in Darwin I was approached by a buffalo shooter to pick up his sick wife from Oenpelli. To make room the long range tank was removed from the aeroplane. I took off at dawn on Christmas Eve and set course for the mission with a load of supplies and extra fuel for the return journey. Followed the coastline and missed the mission – got lost being too far south and ran out of fuel.

I chose a clear patch to force land in and whilst endeavouring to land undershot and stalled into high timber on the edge of the clearing, and crashed through the trees breaking the fuselage in two. I was thrown out landing onto the bottom wing and knocked unconscious for a long time.

Upon awakening found my mouth two inches above a pool of water. Gathering my senses washed my face. When my hand reached above my forehead I found my flying helmet had been pushed back and a large wound was felt. Immediately removed my helmet, dipped my head in the water and pulled the loose flesh and hair back over the wound patting it back into place. Again fell asleep.

It was some time after the crash when I reawakened to hear an aircraft flying around the area. They apparently were searching for me. The sun began to set and the searching aircraft disappeared. My first thoughts then were 'survival' being around buffalo country and crocodile infested waters and I began to worry of my chances. Had a good look around and seeing the machine torn to shreds I cried like a baby to think of the loss of aircraft; it was a complete write off.

The following morning again awakened to the terrific roar of aircraft engines as a Hudson passed overhead. It was later learned that it was the rear gunner who spotted the wreckage and reported the sighting. I managed to stand up and waved to let them know I was okay. They dropped emergency rations by parachute. I could not walk and expended my energy in crawling over to pick up the one of the ration cans dropped only to find it contained water.

Buffalo were sighted and a restless wet night was spent with the thought of crocodiles and worrying swarms of mosquitoes. A roll of cloth was I carrying as freight helped to cover me and I also used it as a pillow. A third day and night followed with more of the same discomforts.

A search party from the mission picked me up early the next morning and I had to ride a horse 35 miles to the mission. We camped one of the nights at Mudginberry Station. The Medical Service Fox with Roy Edwards and Rupert Catalona flew me back to the Darwin Hospital for admittance for a few days observation.

31 December 1940: The following selected extracts from "The Northern Standard's" second article about the crash adds more colour to the story.

Stranded Pilot Now in Hospital

Stranded with his disabled plane, alone for three days in Arnhem Land, Mr Neville BELL reached Oenpelli Mission party on Sunday. He was flown to Darwin and immediately rushed to hospital.

He is more severely injured than was thought when a searching plane sighted him from the air. … … …

A R.A.A.F. bomber crew sighted his plane in a clump of trees near a swamp about 25 miles south of Oenpelli, in Mt. Brockman area. … … …

They found him suffering from nasty injuries, and very weak. … … …

The return journey was necessarily slow and the party did not reach the mission until Sunday afternoon. … … …

He was very weak when admitted, but later in the evening, he was apparently feeling better, for he was asking for ice cream.

Officially his condition is "still the same", He is not allowed to see visitors other than a few relatives. [...]

12 December 1941: The Australian War Cabinet decided all women and children should be evacuated from Darwin. More than 1000 women and 900 children were sent south, many never returned. Nevil took his 68 year old mother and his sister Heather HARRIS to Adelaide. Later on he was compensated for his loss of taxis by the War Damage Commission.

1942-1944: The five Hudson bomber aircraft of 13 Squadron that had searched Arnhem Land for Nevil were unlucky. Four were lost by February 1942 and in 1944 the last crashed on takeoff killing everyone on board. On 25 April 1942 Nevil enlisted with the RAAF in Adelaide. The remaining legacy from his crash is noted on his RAAF attestation form, as a "6" curved scar frontal region of scalp". [...]

Addendum: The five Lockheed Hudson light bombers were A16-63, A16-66, A16-67, A16-68 and Al6-72 . Source NAA RAAF unit history sheets Series number A9186 Item number A1358732.

Contributor: Margaret Picard (49978798) • [email protected]