Dave Smith
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Several Air Burma pilots migrated to Cathay Pacific Airways. The most notable was Captain David Smith. Dave became the first Operations Manager to be honoured with a seat on Cathay Pacific’s Board of Directors.
The following is an extract from Chic's book 'Syd's Last Pirate' "Captain David Smith, an acquaintance of my Burma days, took his seat on the Cathay Pacific Board of Directors on 5 March 1965. Dave was born in Morayshire in the Highlands of Scotland in 1918. He served with distinction in the Pathfinder Force of RAF Bomber Command during World War 11 flying the mighty de Havilland Mosquito. Following his demobilisation he worked on a vast mapping project. In 1949 he took part in the adventure blithely called the Berlin airlift. When Air Burma liquidated in January 1951 Cathay Pacific’s Operations Manager Pat Moore hired him without hesitation. Captain Dave Smith retired from Cathay Pacific on November 30, 1971, when we lost an understanding advocate." |
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- Harry de Leuil relates Air Burma's entry to the 'charter muddle'
- The Maharaja of Faridkot
Harry de Leuil makes some observations leading to the Air Burma’s entry into the 'charter muddle'.
'Cathay Pacific’s choice of Avro Anson planes for the Burma operation was a retrograde step. Their wooden construction was a maintenance nightmare in its humid weather. Further, their restrictive payloads spelt an accounting disaster.
Their suspension brought to Burma the splendid Douglas DC-3s. That, in turn brought Cathay Pacific out of the red and their survival as an airline.
Then the general manager of U.B.A was assigning all Government charters. Yet, it transpired UBA was a mere vassal without power. The foreign operators had the final say of where they went, what they carried and what they charged.
This unreliability decided the Government to seek Cathay Pacific’s expertise to establish a charter company. The terms of reference must have
no restrictions on where such a company could go, what it could carry and a set cost per mile scale.
Meanwhile, Cathay Pacific convinced U Sway Tin of the value of Catalina planes. This type could supply isolated towns with no landing ground. They could use the nearest stretch of water! U Sway Tin invited Roy Farrell to bring in his personal company Amphibian Airways.
Now a problem surfaced when U Sway Tin told the Cathay Pacific management he could no longer work with its Rangoon manager. This was
Dan Peccorini. Sway charged that Peccorini had up a private company called Greypac. He spent all his time expanding it and had no time for
Cathay business. Sway would compromise no longer.
I went to Rangoon to sort things out. I sacked Peccorini and following a full clean up appointed Captain Jim Harper as Rangoon manager. Under Peccorini Harper was in charge of flight standards.
This was the sequence that brought Air Burma into existence on 5 May 1949. Jimmy Bo Setkya enjoyed his charter monopoly yet wanted to expand into the external market. He applied for an external route. Normally, his application would be refused for UBA, the National carrier, had sole
rights. Within a few days he had rights to Bangkok. This was an amusing situation for then Jimmy Bo Setkya had just one plane. He immediately leased his rights to Cathay Pacific.
Such a ridiculous situation convinced him he must have more planes. This led to serious discussions with Burma’s strong man, General Ne Win, at the War Office. Jimmy Bo Setkya invited me to bring my aviation expertise to the talks. The upshot was that the War Office advanced Bo Setkya the funds to buy four DC-3s from Cathay Pacific’s satellite company PAMAS.'
'Cathay Pacific’s choice of Avro Anson planes for the Burma operation was a retrograde step. Their wooden construction was a maintenance nightmare in its humid weather. Further, their restrictive payloads spelt an accounting disaster.
Their suspension brought to Burma the splendid Douglas DC-3s. That, in turn brought Cathay Pacific out of the red and their survival as an airline.
Then the general manager of U.B.A was assigning all Government charters. Yet, it transpired UBA was a mere vassal without power. The foreign operators had the final say of where they went, what they carried and what they charged.
This unreliability decided the Government to seek Cathay Pacific’s expertise to establish a charter company. The terms of reference must have
no restrictions on where such a company could go, what it could carry and a set cost per mile scale.
Meanwhile, Cathay Pacific convinced U Sway Tin of the value of Catalina planes. This type could supply isolated towns with no landing ground. They could use the nearest stretch of water! U Sway Tin invited Roy Farrell to bring in his personal company Amphibian Airways.
Now a problem surfaced when U Sway Tin told the Cathay Pacific management he could no longer work with its Rangoon manager. This was
Dan Peccorini. Sway charged that Peccorini had up a private company called Greypac. He spent all his time expanding it and had no time for
Cathay business. Sway would compromise no longer.
I went to Rangoon to sort things out. I sacked Peccorini and following a full clean up appointed Captain Jim Harper as Rangoon manager. Under Peccorini Harper was in charge of flight standards.
This was the sequence that brought Air Burma into existence on 5 May 1949. Jimmy Bo Setkya enjoyed his charter monopoly yet wanted to expand into the external market. He applied for an external route. Normally, his application would be refused for UBA, the National carrier, had sole
rights. Within a few days he had rights to Bangkok. This was an amusing situation for then Jimmy Bo Setkya had just one plane. He immediately leased his rights to Cathay Pacific.
Such a ridiculous situation convinced him he must have more planes. This led to serious discussions with Burma’s strong man, General Ne Win, at the War Office. Jimmy Bo Setkya invited me to bring my aviation expertise to the talks. The upshot was that the War Office advanced Bo Setkya the funds to buy four DC-3s from Cathay Pacific’s satellite company PAMAS.'
The Maharaja of Faridkot's plush DC-3 'The Director'. From top: Koki Thacker (India Rep.), Captain Dave Smith, Captain John Dalrymple and G/E Brian Jones.
'Yet, Ne Win had set another condition. I must resign from Cathay Pacific and become full time General Manager of Air Burma. This, fortunately, was an easy decision to make for Butterfield & Swire began to take an active role in running Cathay Pacific. They had become disillusioned with de Kantzow’s casual methods. Yet, of more personal importance, Ivan Holyman of Australian National Airways had gained control of technical matters.
Holyman and I were rivals that began when I managed Kingsford-Smith Flying School, Mascot. Angry words had passed between us and there was genuine dislike. With no mutual trust it was a bad mixture for a-re-tooled company. So here was a great opportunity to make the change and a
profitable one to boot. I took the general managership of Air Burma.
We gained the expertise to buy direct and future planes were bought in India. The gem of DC-3’s came from the Maharaja of Faridkot (Punjab) He sold ‘The Directorship’ for a song. This luxurious plane had a master bedroom, a lounge and a well-appointed office. She carried the registration of VR-DAY. Captain Dave Smith was a member of the ferry crew. She arrived at Mingaladon on 20 February 1950 and began earning her keep as XY-ACG. It became our VIP plane and frequently carried the country’s strong man General Ne Win. Dave Smith, as you recall, went on to become Cathay Pacific’s first Operation’s Director.
My choice of Captain Jim Harper was a bad one. Harper would go to Hong Kong at the drop of a hat where he fell under the control of de Kantzow. I found my mind questioning his loyalty to Air Burma. Yet, I could not bring myself to fire this brilliant airman. On the way to Anisakan the rebels shot him. This solved my problem – I replaced him with Captain Maurice Lothian.
Late in 1950 General Ne Win decided his army had cleared the insurgents from the three Rs (road, rail and river). Surface transport returned to the exclusion of costly airfreight.'
Holyman and I were rivals that began when I managed Kingsford-Smith Flying School, Mascot. Angry words had passed between us and there was genuine dislike. With no mutual trust it was a bad mixture for a-re-tooled company. So here was a great opportunity to make the change and a
profitable one to boot. I took the general managership of Air Burma.
We gained the expertise to buy direct and future planes were bought in India. The gem of DC-3’s came from the Maharaja of Faridkot (Punjab) He sold ‘The Directorship’ for a song. This luxurious plane had a master bedroom, a lounge and a well-appointed office. She carried the registration of VR-DAY. Captain Dave Smith was a member of the ferry crew. She arrived at Mingaladon on 20 February 1950 and began earning her keep as XY-ACG. It became our VIP plane and frequently carried the country’s strong man General Ne Win. Dave Smith, as you recall, went on to become Cathay Pacific’s first Operation’s Director.
My choice of Captain Jim Harper was a bad one. Harper would go to Hong Kong at the drop of a hat where he fell under the control of de Kantzow. I found my mind questioning his loyalty to Air Burma. Yet, I could not bring myself to fire this brilliant airman. On the way to Anisakan the rebels shot him. This solved my problem – I replaced him with Captain Maurice Lothian.
Late in 1950 General Ne Win decided his army had cleared the insurgents from the three Rs (road, rail and river). Surface transport returned to the exclusion of costly airfreight.'
Captain Dave Smith
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General (later President) Thado Thiri Thudhamma Ne Win in co-pilot's seat en route to Djakarta. Air Burma's DC-3 XY-ack commanded by Captain Dave Smith.
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'Air Burma’s proprietor, Jimmy Bo Setkya, started winding up Air Burma. He asked me to find a sale for his aircraft. I explained this type of aircraft had become obsolete, consequently, it could take considerable time to find a buyer. Even then the buyer would expect to name his price.
These observations left him devoid of humour. Then I suggested he could approach the War Office with a blanket offer of all planes and spares at a realistic price. His selling ploy was to work on the vanity of the General. Think of the prestige a VIP Wing would bring to the Supreme Commander of Burma’s Defence Forces!
This proved a simple task for Ne Win held the real power. The Government’s tacit approval led to intense inspection and testing by the Burmese Air Force. In December 1950 Air Burma’s equipment passed to BAF control.'
Shortly afterwards Harry returned to Australia.
These observations left him devoid of humour. Then I suggested he could approach the War Office with a blanket offer of all planes and spares at a realistic price. His selling ploy was to work on the vanity of the General. Think of the prestige a VIP Wing would bring to the Supreme Commander of Burma’s Defence Forces!
This proved a simple task for Ne Win held the real power. The Government’s tacit approval led to intense inspection and testing by the Burmese Air Force. In December 1950 Air Burma’s equipment passed to BAF control.'
Shortly afterwards Harry returned to Australia.
DC-4 Skymaster VR-HFF
1954
Cathay’s replacement DC-4 Skymaster VR-HFF came on the Hong Kong Aircraft Register on 11 August 1954. She took over the duties of the murdered VR-HEU, and the heroic deeds of Captain Phil Blown and his crew had won the admiration of the travelling public.
VR-HFF at Mingaladon, Rangoon - October 1954 - Captain Dave Smith at left of photo.
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Captain Dave Smith
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Rare coloured photo of Cathay Pacific's replacement DC4 VR-HFF 1954
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VR-HFF
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The Barefoot Contessa
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One of the world’s most beautiful women joined the Skymaster flight from Hong Kong to Singapore in December 1954. Miss Ava Gardner had spent a week in the Colony publicising her new picture Barefoot Contessa. As Captain Dave Smith approached Singapore’s Kallang Airport one of the worst rainstorms in years dumped fourteen inches of water that flooded it. This forced him to divert to the RAF station at Butterworth some 500 miles to the north.
At the 6am departure from Hong Kong traffic manager Tommy Bax had arrived to meet Miss Gardner. Tom was fond enough of the grape himself, but when the lady refused his offer of a cup of tea in favour of a glass of champagne his face blanched - according to Mum Louttit, who was flying as radio officer. If the lady wanted bubbly at six in the morning that’s what she would get. The company had curtained off the forward compartment of the Skymaster where Miss Gardner sat in majestic splendour accompanied by her sister and two male publicity managers. By the time they arrived at Butterworth they had consumed ten bottles. Installed in the Station Commander’s quarters, Miss Gardner discovered that someone had stolen her shoes, and sent her sister to the plane for another pair. Dave Smith detailed Mum as her squire. She must have checked through a dozen cases before we found the required pair, Mum said, but to make sure we took about a dozen pairs, for her sister told me Ava often changed her mind. It seemed an exorbitant number of shoes for someone making a fortune portraying a girl who refused to don footwear! Right: The Barefoot Contessa steps out of character and arrives in Singapore wearing shoes. 10 December 1954. |
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Electra Prop-Jet VR-HFO
1959
Dave Smith - Cathay Pacific's first Operations Director 1959
The SCMP Wednesday 15 April 1959
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Shortly after noon on 14 April 1959 Captain Dave Smith skimmed our first Electra, VR-HFO to a beautiful landing at Kai Tak. He had completed an 8500-mile flight from Burbank, California via Honolulu, Wake Island and Tokyo in less than 26 hours. This was well under the published airspeed of 400 miles an hour but severe headwinds had taken their toll. The four 3750 hp Allison engines could produce a top speed in excess of 450 miles an hour. The Electra had a gross weight of 113,000 to 116,000 pounds. Its 104-½ foot long fuselage had an inside diameter of 10.5 feet giving it 632 cubic feet of luggage and cargo space. The smooth-running turbines were quiet and, with 350,000 pre-service hours of engine experience were thoroughly dependable. Lockheed had designed it to carry 99 passengers on a high-density configuration or 66 as a luxury service. Cathay Pacific compromised choosing 66 standard and 12 de luxe seats, the latter, fully reclining sleepers that best suited its route structure. |
Cathay's Electra L188 aircraft VR-HFO in graceful flight over Repulse Bay Hong Kong - 5 April 1959
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Cruising the outlying islands of the Colony.
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Dave Smith at far right.
Convair 880-22M Jet VR-HFS
CARE
1962
Cathay Pacific group photo taken before the new Convair 880-22M jet left California. Back Row L to R: Captain Dave Smith, Mr Tom Laughlin ferry flight Navigator, Mr Edward Sullivan (Cathay Pacific's active Sales Representative in the USA), F/E W.B.A. Holyman, Sen F/O J.H.S. Greenwood, Sen F/O R.C.Hardwick, Chief F/E R.J.Smith and Mr D.S.Delaney, Assistant Chief Engineer. Front Row L to R: Captain A.B. Armstrong, Mr D. Kemphaus, CPA's San Francisco Salesman, a token CARE package, Captain Norm Marsh and Sen F/O C.K.Bushe.
On 15 March 1962 a group of senior flight personnel posed on the steps of our latest acquisition. Their smiling faces showed their urge to get to grips with the intricacies of Convair’s pure jet - the sleek 880M-22B. A fortnight later the operative crew posed with VR-HFS just before departing from San Diego, California. On Monday 2 April, our Flight Superintendent, Captain Dave Smith skimmed her onto Kai Tak Airport. They returned bearing gifts – $US2,400 of woodworking machinery for the Colony’s self-help programme CARE. The gift of this complete workshop came from theAmerican people and was carried without cost by Cathay.
Captain Dave Smith hands a token CARE packet to Cathay's popular Air Hostess Nancy Chan. Nancy would marry the only WW2 Luftwaffe pilot Cathay Pacific ever employed - Captain Dan Holeczy.
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Dave Smith and Norm Marsh with CARE package 1952
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15 March I962
Cathay Pacific’s First Convair 880-22M VR
-HFS at the General Dynamics Division,
San Diego, USA.
L. to R. starting from front: F/O Peter Stockell,
Capt. Geoff Leslie, Capt. Pat Armstrong F/E
Len Weston. F/O Chris Bushe, F/E Jack White,
F/E Stan Pain, Capt. Lawrie King, F/E Bob
Smith, F/E Don Brown, Capt. Phil Blown, F/O
Julian Greenwood, F/E Bruce Holyman, Capt.
John Carrington, Capt. Dave Smith, F/O Ron
Hardwick, F/O Stuart McQuilkin, and Capt.
Norm Marsh.
Dan Holeczy's Retirement
Jim Hargraves Retirement
29.7.1965 Jim Hargraves (left), Dave Smith (centre) at Dan Holeczy's (at right) co-retirement sendoff.
29.7.1965 Jim Hargraves (left), Dave Smith (centre) at Dan Holeczy's (at right) co- retirement sendoff.
Long Service Presentation
Dave Smith and Chic
Dave Smith's Retirement 1971
Dave Smith's Retirement 1971
Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Dave Smith's Retirement 1971
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Captain Dave Smith receives momenta from the new Operations Director Captain Norm Marsh.
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Dave Smith, keeping a proprietorial elbow on his new golf clubs, jokes about his mink tees. He felt they were ideal to keep his balls warm.
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Footnote:
- Dave Smith's page with kind permission from his wife, Lorna.
- These and other more detailed log book documents will soon be stored in the Swire Archives.
- The accompanying text above from Chic's book Syd's Last Pirate
