Most of his wartime flying was done under charter to the Australian Government and the United States Directorate of Air Transport. These operations were mainly between Australia and the islands of the North‑West Pacific — routes that were vital for moving personnel, supplies and equipment in support of Allied operations.
Wartime regulations allowed higher annual flying limits than in peacetime. With restrictions eased to around 1,400 hours per year (compared with the later standard of about 1,000 hours), Len accumulated an impressive number of hours in the air. This experience, gained in demanding conditions, would later make him a highly valued captain in civil aviation.
He flew a variety of aircraft, including Airspeed Envoys, Percival Q6s and Lockheeds. These types were typical of pre‑war and wartime transport fleets — relatively small, often unpressurised aircraft that required careful handling and strong navigational skills, especially on long over‑water sectors in the Pacific.
In September 1946, shortly after the end of the war, he joined the newly formed Trans‑Australia Airlines. TAA had been created by the Australian National Airlines Commission to provide a modern, national air service across the continent. Morey’s combination of wartime experience and civil flying made him an ideal recruit.
Within a few months he was appointed a captain of the big four‑engined Douglas DC‑4 Skymasters. The DC‑4 was TAA’s long‑range workhorse in the late 1940s, used on major trunk routes and longer services where its range and reliability were essential. Commanding such an aircraft was a significant responsibility and a mark of the airline’s confidence in his ability.
In the 10 years he had been flying, Captain Morey had logged over 7,000 flying hours — a substantial total for the era, reflecting both his wartime service and intensive post‑war airline flying.
Flying was his whole life. He became an energetic representative to the Australian Air Pilots’ Association (then representing airline pilots), contributing to discussions on safety, working conditions and professional standards. Like many of his colleagues, he saw piloting not just as a job, but as a profession that required discipline, judgement and continuous learning.
His hobby was not the obvious one. He rarely touched the violin, despite his earlier achievements. For recreation he played squash — as did many pilots, who valued the sport for its fitness and quick reflexes — and he was regarded as one of the best players among TAA aircrews.
Captain L. E. Morey’s story captures a broader truth about TAA’s early years: the airline was built by men and women who brought with them rich and varied backgrounds — in music, engineering, the services and civilian life — and who channelled those talents into creating a safe, reliable and modern air service for post‑war Australia.
