Workshops:
These are contained in Hangar 15, and considered inadequate for the amount of work being undertaken at present.

The following workshops and offices are contained in the hangar -
Works Manager's office, Chief Engineer's office, Stores office, Aircrew office, main store, bulk store, quarantine store, woodworking shop, machine shop, welding shop, engine shop and hydraulic shop. At present two (2) Lockheed Hudson aircraft are in the hangar for overhaul and conversion. With these 2 aircraft in a partially stripped down condition, it is impossible for any other aircraft to be serviced in the hangar. The main store and stores records are maintained in good condition; the bulk store is quite adequate for requirements; the quarantine store is totally inadequate due to the fact that the Company have acquired large stocks of Hudson components and Cyclone engines, with the result that aircraft components and engines in various stages of dismantling are situated throughout the hangar without any apparent stores control. The Company's method of engine overhaul at present is to send the power section of a Cyclone engine to A.N.A. Essendon; the rear section and cylinders to Q.E.A. Mascot; the final assembly being carried out by the company after which the engine is sent to Q.E.A. Mascot for test.

Inspection:
There is no separate inspection organisation, the work being certified by engineers licensed in the appropriate categories. These certifications are made in the work sheets and log books and come under the direct supervision of the Chief Engineer, who also maintains all records, drawings and Technical Publications, etc.

Maintenance:
The maintenance of the Company's Hudson and Anson is carried out to approved manuals, the majority of the work being carried out away from base by company engineers licensed for the type of aircraft with which they are flying. Upon each occasion when the aircraft have returned to Mascot they have been inspected and found in good condition after lengthy periods of operation in various States. Log books are maintained by the engineers with the aircraft and have been found correct.

In conclusion, it is considered that the maintenance of Adastra Airways Pty. Ltd. aircraft is quite satisfactory, but the condition of the quarantine store and hangar is deplorable. This has been brought to the attention of the management who advised that this condition will be rectified with the allotment of another building, believed to ne that previously occupied by Shell & Vacuum Oil Company."

DGCA to RDNSW: Internal memo states that Adastra's aerial work licence is under review and it is intended to specify a minimum crew requirement for Hudson IFR operations. It emerged that the CofA for Adastra's Mk III Hudsons specifies one pilot whereas the CofA for the Mk IV specifies two pilots. DGCA requests an examination of Adastra's Mk III aircraft to determine:
(a) Can the Mk III be operated satisfactorily by one pilot, particularly with regard to the operation of the u/c emergency extension system?
(b) Are the Mk IIIs equipped with dual controls?
(c) Are the Mk IIIs operated under IFR and, if so, what crew complement do Adastra actually use?
(d) Apart from the power units, what difference is there between the Mk III and the Mk IV types?
(e) Do you consider that the minimum crew of 1 pilot only specified in the CofA for the Mk III is adequate?

SPECIAL THANKS

References prefixed "NAA" were sourced from the National Archives of Australia by Chris O'Neill, specifically for the Adastra website project.