Some wartime RNZAF articles

[Dave Homewood]

happeningat the Ellesmere Guardian newspaper from Christchurch has been added to PapersPast, and it is indexed up to 1945. So I have been looking around the search engine for interesting RNZAF topics. Here are some articles of interest:

A STALLING TEST
Ellesmere Guardian, Volume LXII, Issue 30, 18 April 1941, Page 4

A STALLING TEST

SAFEGUARDS FOR PILOTS

WARNING SIGNS GIVEN

Describing his flight in an Airspeed Oxford, when the machine was put through a stalling test, Charles E. Wheeler mentions that leaving Woodbourne air station of the R.N.Z.A.F. the pilot, "observing the strict traffic rule," climbed on a left bank, continuing the turn until the aeroplane was making straight for the heights which border the complicated maze of waters constituting Queen Charlotte and Pelorous Sounds.

This was a phase of a flight to demonstrate how easily and safely, in competent hands, aircraft can be controlled (Mr Wheeler goes on). It was shown that, given enough space in which to move, aircraft will fly on an even keel and an almost straight course if the controls are left alone. One of the engines was cut out, its air-screw revolving idly, windmill fashion. The Oxford continued its even course, with only a slight touch on the rudder to offset the drag of the idle engine. Had this process continued the complete course could have been made with a safe landing.

Thrills for Passenger
However, it was comforting for the passenger to hear again both engines running smoothly, till the pilot cut them both off, and speed dropped rapidly from over 150 miles an hour toward stalling point. Stalling at low altitude may be dangerous; therefore pupils of the R.N.Z.A.F. must be taught to recognise the symptoms and to take action to avert a "stall" in good time. These symptoms were now to be demonstrated. Mr Wheeler says that suddenly as the speed fell a strident horn began to sound. Surely something serious was about to happen. The cool young pilot, however, took no active steps, but asked his rather apprehensive passenger to wait for the next signs of loss of speed. The instruments began to vibrate. Thus there was lively audible and visual warnings of the approaching "stall" in ample time to apply remedies.

To the relief of the passenger, both engines resumed their healthy purr, the air speed picked up instantly, the horn obbligato ceased, instruments stopped dancing. They could check the altitude lost while all those exciting things had been happening—just a few hundred feet, with thousands to spare, the hills still a comfortable distance below.

With the purpose of the flight achieved the machine returned to Woodbourne. An easy landing and the final formula associated with all flights. Details of the trip were logged by the pilot, noted by the duty pilot of the station, initialled by the pilot, and the passenger's helmet and parachute were returned to store.

The aircraft meanwhile was being given a, good "run-over" by the ground staff and refuelling squad. Precautions Before Flight Referring to the beginning of the flight, Mr Wheeler indicates the precautionary measures to ensure that everything is in order. The flight first had to be authorised by the chief flying instructor. The station meteorologist, who provides three times a day a general report on weather conditions and the velocity of the wind at various altitudes, was consulted about visibility over the proposed route. Informed of the duration of the intended flight he gave the reassuring information that the excellent conditions would not change during that time. Had the route been a long cross-country one, he would have provided in a few minutes a complete picture of the weather throughout and also indicated possible developments.

The Oxford Airspeed having been allocated for the flight, the pilot received its "ship's papers" which travel with the aircraft. They give him a completehistoryy of overhauls and inspection. He could see what had been last done and when the next inspection was due. The state of its oil and petrol tanks was indicated, certified by the initials of those who did the work. Satisfied that the aircraft was fit for the journey and that weather conditions suited, the pilot signed a log in the duty, pilot's office, acknowledging receipt of the instructions for the flight, as detailed in the log, together with an estimate of the probable time to be taken. This log was completed when the pilot on return signed an entry that the flight had been satisfactorily completed, and actual flying time was also reported.

[Dave Homewood]

TRAINING THE PILOTS
Ellesmere Guardian, Volume LXII, Issue 30, 18 April 1941, Page 5

TRAINING THE PILOTS

HOW RISKS ARE REDUCED

WORK AT NEW ZEALAND

STATIONS

War flying is a risky business, just as all war action is risky; but while the training of future pilots, observers and gunners for the R.N.Z.A.F. must be conditioned by the realities of combat flying, every care is taken to eliminate risk in training. Airmen must be fitted for the ordeal of war. How is the R.N.Z.A.F. reducing to a minimum the inevitable risks of war training? It must use machines completely airworthy, its instructors must be competent, and there must be a constant watch on the human element to see that it does not become stale through overwork or lack - of confidence, either, in aircraft or " the instructors, says Charles E. Wheeler. These are the ideals — does it achieve them?

I have talked about these points with all classes of people to be found in the air stations—padres, Y.M.C.A. officers, the instructors, trainees, medical officers, and the O.C.s of the stations. This has been an informal process carried out during visits to the stations, "living the life," privileged to go everywhere, chatting with all ranks about their work and their outlook on Air Force service.

Signs of Strain Watched
What is being done to avoid overstrain? "Browning off" is the Air Force term for a condition constantly in the minds of responsible officers. This refers particularly to flying personnel, and means that a man is becoming nervy, easily irritated, possibly tired out mentally or physically, or even in some cases suffering from a sense of being "put upon." The business of discovering and acting on these symptoms is delicately and discreetly managed in all the stations. One might almost call it a benevolent conspiracy on the part of everyone to watch for the signs, and protect one's friends from the consequences of "browning off" if the signals of warning are neglected.

In a score of ways the symptoms of strain become evident to the experienced observer. Medical officers on the stations are very accessible to all ranks, and explicit instructions are given all flying officers and instructors that if a trainee is not a hundred per cent fit—if he is but 99 per cent fit —he must report to the medical officer at once. When the patient belongs to the flying personnel, the medical officer regards even a headache as something more than a matter for routine concern. In a private interview he finds out whether the appetite is normal and the trainee is getting adequate sleep, and so the story generally unfolds—the young fellow might be worrying. His medical adviser discovers the reason, and this might lead to consideration of someone else as a possible case of "browning off." Airmen are encouraged to interview their medical officer at any time, not waiting for the morning sick parade which is the familiar thing at every military establishment.

In advanced flying, the instructor has his own roster of pupils to whom he becomes well-known. I found in many conversations with the flying officers that they regard each pupil as an individual problem for careful study. Temperaments differ. One pupil may require to be told in emphatic language what he must do during flights, but another does better under more gentle guidance.

Risky Flying Discouraged
Risky flying is discouraged by all the means which regulations and lecturing can devise. A pilot undertaking a cross-country flight is instructed that if unusual conditions are- encountered he must turn back, or if completely "closed in" he must make for the nearest aerodrome. This warning appears on the form 'handed to the pilot authorising the flight. A summary of the most vital regulations relating to safety of personnel and aircraft appears in the pilot's order book. One rule emphatically prohibits low flying. It will not be tolerated, it says, and steps have been taken to secure the co-operation of . the public in reporting breaches of the regulation. There might be occasions when the pilot finds it necessary to fly low, but 'he must enter that fact in his log, and give the reasons. Contrast the flying mileage of New Zealand's training aircraft with the number of fatal accidents, and it is found that for each crash'the distance flown equals twenty times round the earth. Can motoring in New Zealand equal this good record?

[Dave Homewood]

DIET IN THE AIR FORCE
Ellesmere Guardian, Volume LXIII, Issue 90, 13 November 1942, Page 2

DIET IN THE AIR FORCE

HEALTH FOOD PROGRAMME

MEALS PREPARED BY EXPERTS

Long before the New Zealand fighting forces were organised on a war footing, the day of the "camp, cook, man and boy for the last 30 years, and never killed a man yet," has passed; domestic cooks, and with them, the provedore departments of the services, has grown "vitamin conscious." It is not surprising, therefore, to find today that the Royal New Zealand Air Force rations its personnel on lines dictated by the latest advances in health and food science, and to this end, maintains a department of experts to lay down its health-food programme. Since the large-scale expansion of the Air Force began in 1939, rich rewards have been reaped from this scientific feeding, material indications of which can be gained from the fact that men fresh from civil life rapidly show a general physical tone-up after a very short period of Air Force life.

"While by no means running the risk of being food-fads or creating food-fads, the rationing of the Air Force is carried out on scientific lines to ensure a properly balanced diet," stated an R.N.Z.A.F. dietician at Air Headquarters, Wellington. "We have a definite policy of eliminating all articles of diet of low food value," he said, "this being important from many points of view, besides the matter of feeding for health.

Commodities of definite food value only are purchased, produced, or prepared for Air Force personnel. This section is in constant touch with the relevant authorities on Air Force stations in order to obtain intimate knowledge of personnel rationing, guidance and advice. All this information is considered by leading medical men, and with it is combined reports of the latest rationing developments overseas, and thus, an up-to-date' feeding programme is maintained.

"In compiling a balanced diet, three main factors must be borne in mind: body building foods; energy foods, and protective foods. The Royal New Zealand Air Force member, whether ground staff man, flying man, W.A.A.F. member, receives these foods, in their correct proportions, in the daily rationing. Foods designed to assist in body building, include milk, cheese, eggs and fish. Service personnel must possess energy; lots of it. To this end they receive energy foods such as ham, bacon, bread, butter, dried fruits, oatmeal, sugar and such like all good fuel for energy production. Foods included for disease protection reasons, in the form, of liver, green, vegetables and salads, wholemeal bread and so on, all find a place in Air Force diet sheets.

Special attention is paid to the vitamin intake of all personnel. For instance, an inadequate intake of vitamin A results in the modern war malady of "night-blindness" among flying personnel; the importance of this section of our dieting needs no stressing. The comparatively well known vitamin B, with careful attention to vitamin B 1, which is popularly known as the "morale vitamin," is closely watched. An adequate intake of this food constituent, it has been found overseas, does much to ward off fits of depression, poor digestion, and general nervous disorders. Vitamin C also comes in for attention, ,for it is this food element which does much to prevent outbreaks of scurvy and other diseases common in the past to mass rationing establishments.

Bread foods, regarded by many civilians as being of little account except that bread is one of the staple foods of ordinary diet, comes in for special attention in our dieting programme. The white bread eating habit has been largely eliminated from the Service's diet. Three types of bread are favoured for consumption by the Air Force—whole meal, wheat germ and a limited quantity of brown bread. These breads contain an ample quota of the B.1 vitamin, and also provide iron, a necessary element for the development of stamina. Meat finds its correct place in our dieting plan, and diet sheets are so arranged that meat is served twice daily.

"Green vegetables find their place in Air Force messes at least once a day, and in. many cases, twice daily with special attention being paid to the way in which they are prepared and cooked in order to retain as much as possible of the vitamin content. They are stored for the briefest possible periods, and are not soaked in water, as the valuable vitamin C, being water soluble, would be lost were this system in vogue. Both root and green vegetables are placed into boiling water and cooked for no longer than 20 minutes.

If, as under the oldfashioned way, the vegetables were placed in cold water, and then slowly brought to the boil, it would be more nutritious to drink the water and throw away the vegetable matter; such is the drain of vitamins under this method. The use of cooking soda is strictly forbidden in Air Force kitchens, as this culinary agent does much to deplete the vitamin C content. Green salads are used to their best possible advantage in the messes of all stations in the Dominion; and don't run away with the idea that this entails an airman going on to a faddish, uninteresting, rabbit-hutch diet.

The service is proud of its messing from the point of view of taste too. A new salad, new at least to the New Zealand public, but common overseas, has recently been introduced into the Air Force mess. Known as "cole slaw," the salad consists of raw, young cabbage leaves, grated carrots, parsnips, water-cress when available, diced cheese, walnuts and dressing. Other less familiar dishes are being introduced from time to time, but all must pass the scientific test of rating high in food value.

"We take great care with the supply of an adequate quantity of milk to all personnel, the individual consumption amounting to one and a half pints per day. With but very few exceptions, the milk is pasteurised; no risks can be taken with the possibility impure milk. Germ-infected milk might possibly be issued were sterilising not carried out. The service accepts supplies of this commodity only from herds which are from time to time subject to T.B. tests.

"And now you have some idea," concluded the dietician, "why 99 per cent of recruits into the Royal New Zealand Air Force speedily find themselves turning the scale to more handsome figures, feel better, look better and keep better health— they are the beneficiaries of the health-food programme."

[Dave Homewood]

IN AIR FORCE BLUE
Ellesmere Guardian, Volume LXI, Issue 93, 22 November 1940, Page 1

IN AIR FORCE BLUE

TRAINING THE FLIERS

INTAKE STATION AT WERAROA

The kiwi of the air stations —it possesses no "wings"—Weraroa is the Royal New Zealand Air Force's "intake" point for all pilots, observers and air gunners. It is the place where the men who will have wings are grounded in the first steps of their training. For this preliminary course the Air Force took over from the Education Department one of its training institutions, a mile or so outside Levin, equipped with well-planned gardens, plenty of green sward and. good permanent buildings. For additional accommodation new dormitories and streets of boarded tents have been spread over the adjoining paddocks.

Immediately on arrival the recruit makes a complete break with his old life by packing up his "civvies" and donning the Air Force blue uniform. In an article, Charles E. Wheeler gives the initial issue to the recruit, the complete total of his official possessions: one greatcoat, two complete uniforms; two pairs socks, two pairs boots, two shirts and four collars, clothes-brush, button-brush and stick, tie, gym. vest, canvas gym. shoes, two caps and badges, five blankets (more can be obtained at choice), one pair of sheets and a pillow slip. (regularly replaced as they require washing).

At first parades of new recruits, uniforms are closely scrutinised, suggestions for improvement noted, and a visit to the camp tailor eventually produces a smart fit.

Much Study Required
"Training makes you one step better than the enemy," is the axiom learned at the first lecture. There is so much study in the Air Force that the men are relieved of most fatigues. The course is intensive. Men must keep their uniforms clean, and modern facilities including a drying room are available for their personal washing. But there are no cook-house fatigues, nor is the recruit required to clean up the camp grounds—he has quite enough to do with his studies, varied by some early morning physical exercise, and breaks between lectures.

Most of the young men get to bed by 9 p.m. Every man has a wardrobe, and sleeps on a spring mattress. He must be tidy. In the morning bed clothes have to be folded into a neat pile like a sandwich at the end of the stretcher. The men come to mess with their own cups and cutlery; they line up to be served, and find the tables laid,'for the rest. Diet is planned to include raw and cooked fruit, and fresh vegetables such as lettuce. The men are represented on a messing committee, where with the camp officers, including the doctor, the dietary scale is decided periodically.

Service Friendship Developed
Recruits are immediately formed into flights of convenient number for lectures, possibly 30 in a group. They go through the course together, and are sent as a flight to their next station. They elect two of their number to exercise control, marching them to meals and making sure that every member of the flight attends lectures. This system assists in their development of friendships and builds a disciplined body with some idea of Air Force traditions and obligations.

The course for pilots is six weeks, for observers two months, and for gunners about a month. Most of the air gunners and observers go straight to Canada, under the Empire air training scheme. The "rough spots" have been knocked off. They then know a good deal about the guns used on aircraft, understand much of the technical side of radio transmission, and have a sound groundwork in navigation. So much has to be taught in this first month that only one weekend leave is given during the whole period.

Powers of Observation Tested
Experienced officers, from knowledge of the young airmen and records of their examinations, can determine what they can best do in the Air Force; than an individual is marked out for a pilot, an observer, or that he will develop into a skilled gunner. The station has many lecture rooms, and a large staff of qualified officers who invite questions and test the attention of the class by occasional discussion.

A generous amount of diagrammatic material is available, which the Home authorities have provided. Some of the subjects are best taught through talkie films, others by long series of good photographs. For instance, the young airmen are shown in this way numberless telltale features of the landscape as seen from the air. There are points of importance in the landscape which show up vividly, from a height, and the pupil is taught to interpret them. His general power of observation is tested.

An example of this is seen in a photograph of part of a typical English city, with a large church showing in the centre. "At what time of the day, and on what day of the week was this photograph taken?" is asked. The east window of the church provides a clear guide to compass direction, and shadows suggested the answer "3 o'clock in the afternoon." But there is still the day of the week to discover. Not till attention is caught by family washing hanging from many lines in back gardens does one realise the answer must be Monday. "What makes a good soldier or an airman?" recruits are asked in an introductory address by the station commander, Squadron Leader R. J. Sinclair, on their first day in uniform. He tells them that the answer is: Patriotism and, espirit de corps. Discipline. Physical fitness, clean living. Technical skill. "Your training," he adds, "is aimed at bringing out all these attributes."

[oggie2620]

Love em all Dave especially the diet one...
Dee

[Dave Homewood]

IN AIR FORCE BLUE
Ellesmere Guardian, Volume LXI, Issue 95, 29 November 1940, Page 6

IN AIR FORCE BLUE

FLYING IN SERVICE PLANES

TRAINING AT OHAKEA

Ohakea is one of the Royal New Zealand Air Force stations devoted to the intermediate and advanced courses. Here the airman does his flying in service aircraft and feels the atmosphere of tiie real thing. When the young airman emerges from the elementary flying stages at Taieri, Bell Block (New Plymouth), Harewood and shortly, Whenuapai, he has done 50 hours flying in sturdy Biplanes—half solo and the other half in dual control machines with an instructor ready to take over if necessary. Some recruits from aero clubs have completed the elementary course with 120 hours of flying to their credit.

Planned in peacetime for home defence, Ohakea covers nearly a square mile. Its two immense concrete hangars were built to house the Wellington bombers which instead of coming to the Dominion were diverted on the outbreak of war to active service in Europe. There are now three other hangars and, except for the landing field, there is not much ground unoccupied, an indication of the rapid expansion of the Air Force.

The Intermediate Course
Half the time of the airman at Ohakea is devoted to lectures, the rest is given to flying. Two months are spent in the intermediate stages, single and multi-ehgined machines being used. Flying instruction is so much an individual matter that one flying officer has to be provided for four and not more than five pupils and he spends most of his day in the air.

The pilot navigator is required to fly a triangular course of not less than 150 miles, keeping a log and working from strip maps. He is accompanied by an instructor, but there are solo flights of not less than 100 miles with a landing at some other station. Another important test is a flight of 200 miles on a triangular course, with an intermediate landing, a log being kept of every phase of the flight. The pupil's capacity in straight flying at accurate speed and height, as well as in recovering from unusual positions, is carefully tested.

"Blind" flying is now important, and apart from tests in the Link trainer, the airman must make a triangular flight of 35 miles with the hood over the cockpit and a safety man at the dual control. Night landings, three with an instructor and three solo, are in the intermediate programme, also a climb to 15,000 feet, at which height he remains for half an hour. He must also be able to do loops, half rolls and slow rolls. Having achieved all these things in two months and passed many more examinations, the young airman receives his "wings"—his pilot's badge.

With Guns and Bombs
Then comes the advanced stage. At Weraroa the pilot familiarised himself with all types of guns used in the air. At Ohakea he has range practice on the ground, and his first experience with the camera gun which provides a clear record of results and "saves the live stuff." Later he deals with realities when he shoots at a drogue or target. A plane tows the drogue 300 feet below it and about a thousand feet astern. The gunner has to chase and fire at the drogue with his front gun.

Practical bombing is done in a remote part of the district from a height of 6,000 feet. The air pupil is regarded as proficient if he lands a fair proportion of his bombs within 25 feet of the target. Practice bombs fall in the same way as the real thing and release a cloud of smoke on landing. Test charts at Ohakea show that a competent bomber can land eight bombs within a radius of 18 yards of the ground target from a height of 10,000 feet.

Ground tests of bomb markmanship are conducted in a lofty dark room with remarkable optical equipment. The bomber pupil lies prone at a height and looks down at a pictured landscape which is constantly moving—it is the sort of thing he would see from his position in a bomber in flight. The pupil operates his sighting instruments but as he watches the landscape picture, 20 feet in diameter, moving below him he must decide what is the drift and what other factors must be taken into account. Haphazard bombing is not welcome. The pupil is told to hit a particular object in the moving field, and when he presses the firing button a flash records the spot which would be hit. Hundreds of these tests cost little and save much petrol and material, to say nothing of time.

Blind Flying on the Ground
Five hours of tests in the Link trainer are essential to the "blind flying" programme. This marvellous machine can reproduce in the lecture room almost every phase of actual flying. , The pupil sits in what appears to him to be a hooded cockpit with all the necessary instruments and controls. Through earphones he receives the instructor's orders and accordingly shapes his course. But the Link trainer can be made to drift or uncannily to creep out of control and the airman must meet these conditions as he would in a service aircraft. His reactions are strictly charted and afterwards he may see them, with the instructor to direct his attention to his weaknesses and his successes. This wonderful apparatus can provide him with almost all the problems of flying, and actually it is more sensitive than the average plane

In the air also, severe night tests are applied. Among these are night flights in big machines with five pupils aboard. The courses take the machines over sea as well as over land, and the pupils take turns at navigating, all keeping complete logs of the course and flying conditions.

To keep one airman in service ten other skilled people have to be employed, and the size of the maintenance facilities at Ohakea emphasise this point. All machines in service hangars display a sign. If the notice 'says "Unserviceable" no one may use it until the responsible maintenance officer certifies in writing that it is again fit for the air. Checks and safeguards are laid down in mandatory terms and admit of no qualifications. There are skilled inspections of planes between flights, periodically at 10, 20, 40 and 120 Hours' flying, the last being a major inspection. At least twenty trades are represented in the N.Z.R.A.F. maintenance staff and the training for these is severe.

New Zealand's Fine Material
Throughout the Air Force in New Zealand is a generous supply of former Royal Air Force officers, some on loan, others who have come back from retirement.. Wing Commander Hewlett, D.5.0., 0.8. E., who controls Ohakea, has seen the Royal Air Force develop into its present splendid efficiency. Now he is handling New Zealanders to reinforce that great fighting arm.

And what calibre of man is the New Zealand recruit? In a series of articles on the subject, Charles E. Wheeler gives the answer. "From a number of experienced overseas officers I got opinions, readily given because they are so satisfied. 'Absolutely first class' is the verdict. These English officers consider that there is more self-reliance, more initiative than they have formerly come across and for that reason they say that, with equal training, the New Zealand airmen are among the best in the world."

Throughout the training the standards are kept high and the axiom learnt early remains "Training makes you one step better than the enemy." This and the inspiration of the R.A.F's. traditions, those of its early years as well as those it has been writing since the war against the Nazis began, go to make the New Zealand flying fighters a credit to their instructors.

[Dave Homewood]

IN AIR FORCE BLUE
Ellesmere Guardian, Volume LXI, Issue 96, 3 December 1940, Page 6

IN AIR FORCE BLUE

MEN WHO KEEP THE PLANES FIT

TECHNICAL TRAINING AT RONGOTAI

"Scores of times after a tough trip I have patted my aircraft as one does his horse and shaken my engineers by the hand in gratitude. It is the appreciation of the pilot of those who make his task possible." In these words one of New Zealand's most experienced pilots paid his tribute to the ground staffs, the men who keep the 'planes fit and faithful. If their aircraft were not in perfect flying condition the most intrepid airmen would find their daring unavailing. Air crews can perform outstanding feats, face heavy odds, and carry the war into the enemy's territory because they have perfect confidence in the work carried out far away from the limelight, but not out of the range of enemy bombs, by the flight mechanics and flight riggers.

These men are at the foundations of the Royal New Zealand Air Force, and it takes the service of ten of them to keep a flier in the air. To them is given a course of training as exacting as that given to other branches, and the station at Rongotai, housed in the old Centennial Exhibition buildings in Wellington, is a hive of industry, a great school where enthusiasm keeps seven hundred men going at keen speed.

Exhibition Transformed
Hardly had the Centennial Exhibition closed its doors before the Air Force began transforming it into a centre of wartime activity. Recruits were quickly pouring in, and every pupil of the first batch passed his final tests to accredit him for aerodrome duty. This was made possible through extra lectures voluntarily attended after the completion of the official day's work and in private "swotting."

Charles E. Wheeler, in one of his articles on the Dominion's Air Force, makes it clear that the enthusiasm which infected the first batch persists at Rongotai. Wing-Commander White, who is the O.C. of the station, is a man who has a sincere appreciation of the engineer's work as the basis of safe aviation. He had 25 years as a pilot. "I had flown a distance equal to twenty-seven times round the earth," he wrote in a recent tribute to the ground services at the aerodromes. "I am proud of that record and it was made possible through the splendid co-operation I have at all times received from my ground engineers."

Harewood is the intake centre for the ground services. There recruits spend a month during which they obtain equipment, the beginnings of technical knowledge and go through their squad drill. The mechanics and riggers then proceed to Rongotai for an intensive course of eighteen weeks.

Technical Training School
Visitors to the Exhibition will recall the lofty and spacious southerly wing devoted to land transport. The whole of this area is now divided into lecture rooms and workshops, some at the southern end—where the Maori house stood— which is a hangar to accommodate aircraft for instructional purposes. In this section is the New Zealand Technical Training School of the Air Force directed by Squadron-Leader Manhire.

Flight mechanics who go through the advanced course are able to undertake complete overhauls of engines at base workshops. They are designated Riggers 2 E. Riggers have an advanced course in air frames and can carry through the complete overhaul on air frames. They bear the designation Riggers 2A.

Every recruit to the Technical Training School has a preliminary educational course in mathematics, machine drawing, theory of flight and physics. As in other phases of Air Force instruction, there is a blending of theory and practice. Accuracy in the use of tools is essential and one of the first jobs undertaken by the recruit is to cut a square section of steel with a hacksaw and, then, with file and steel square, to put on a good level face with square edges—a simple job until one tries it. As the course advances, the flight mechanics study aeroplane engines, examining and pulling to pieces and reassembling several service types. Every part is closely studied and the instruction is thorough.

The more spectacular dissection of aircraft is given to the riggers who pull planes to pieces, examine or repair them and then put them together again. When they have completed their job the machine goes to the advanced riggers who, having assembled possibly a radial engine with its many complications, have to fit It into the air frame and connect up all the controls. The art of "trueing up" is well taught at Rongotai, says Mr Wheeler, who adds that in future all flight riggers are to be taught parachute folding.

Air Force's Central Store
One of the largest wings of the old Exhibition building has been found too small for the requirements of the R.N.Z.A.F. central stores. From aircraft engines down to the smallest bolt, stores are here in orderly array with a system of accounting- which not only prevents loss but enables stocks of any item to be ascertained at a moment's notice. Probably there is no place in the country where so many tools can be found. It is the duty of this section to make up sets of tools for every class of ground personnel. The metal worker who qualifies in the R.N.Z.A.F. has issued to him in a strong toolbox all the hand tools he will need; the fitter's box is equally complete and there are ready-made kits awaiting the future wireless operator who incidentally will draw all his spares from Rongotai.

The station is also the centre of the communications section of the service. Many aircraft, formerly owned by aero clubs and some once used by passenger companies, constitute a fleet at the disposal of executive officers of all arms of the defence service. The machines are maintained and overhauled at Rongotai and their jobs are varied. Cooperation work with the army to test the efficiency of anti-aircraft defence is another function of communications.

[bobajob]

Fantastic thread, it would have been great to get such positive feed back about all the mechanics & fitters during 70's & 80's, Bobajob.

[Dave Homewood]

GREMLIN LORE
Ellesmere Guardian, Volume 67, Issue 1, 9 January 1945, Page 2

GREMLIN LORE

NEW ZEALAND AIRMEN LEARN IT

MISCHIEF IN THE SKY

The strangest term that a visitor hears on an operational station of the R.N.Z.A.F. is "the Gremlins." Though it belongs to the realm of fantasy fliers take it, or the "aerogoblins" it denotes, seriously. So much so that the visitor hesitates to confess, by inquiry, an ignorance of the taken-for-granted Gremlins. Airmen who have yet to serve overseas do not mention the Gremlins. That is left to men who have been serving in combat areas, more specially in the European theatre, because it is from the R.A.F. that the Gremlins originate.

A representative of "The Dominion" who has been on a number of New Zealand stations found on those where there are few ex-operational fliers hardly a mention of the Gremlins. Maybe there would be too many doubters among those still fledgings. But on a station where there is among the fliers a preponderance of men who have been operating overseas, particularly with the R.A.F., Gremlins are accepted as a fact—the goblins of childhood and fairy tales transferred, with a credulity that never honoured the bedtime stories of days dimmed and gone, into the illimitable spaces of the sky.

The Gremlins have found a place in the R.A.F. Journal. Therein eminent gremlinologists who have spanned the skies over many continents relate as occasion demands, their discoveries. What are they? That the Gremlins are specialists in pranks. They ride along the wings of planes on bicycles, they drink up the petrol, swing on the compass, run out of cloud and tip up a plane on its nose, they ice propellers and many more disturbing things.

"They can be. playful," said one I pilot. "They have a sense of humour, even if distorted. This is illustrated by the story of a pilot who had been flying for some time in cloud and could not get a sight of the ground. A Gremlin skipped on to his shoulder and whispered: "You silly ; you're upside down." Green Waistcoats The good Gremlins are red or blue; the bad, green or yellow. But the best ones, strangely enough, always wear green waistcoats! Their size varies. Some are knee-high to a gunner; others so small that they are easily born under, the breast of a seagull.

The commanding officer of an R.A.F. station has a drawing of a good Gremlin; he was intending to have a proper job done in oils. But the drawing showed these characteristics, given for the benefit of land-dwellers in case the Gremlin tribes should ever.be grounded' "Good strong toes, a forked tail, a smiling eye, a green waistcoat, a tea kettle from which steam is coming, a large pouch, strong looking ears of donkey shape, and, very necessary for keeping aloft, capable looking wings inscribed with the red, white and blue circle of the R.A.F."

Evil Gremlins, of course are not honoured by artists. Some pilots wear anti-Gremlin tokens in the form of pins or scarves, but gunners are said to fraternise with Gremlins, probably to have companionship in cold, lonely turrets. According to a Scottish gremlinologist the Gremlin "creeps in the turret in a confiding and ingratiating way which the simple air gunner finds hard to resist."

Gremlins come in for blame for a certain amount of mischief on the ground at least at one New Zealand operational station. Something upset, papers strewn on the floor a tool found elsewhere than where the user thought he left it—it's a case of the Gremlins have been around And good-humouredly, some of the youngest A.T.C. cadets are occasionally, and quite affectionately, referred to as Gremlins. To the sceptical there is at least no doubt that these sort of Gremlins really exist, and they continue to increase.

Incidentally gremlinologists confirm that the Gremlin can't get height above 10,000 feet. That is where the specialist Gremlin, known as the Spandule, comes in. He is the one the pilots have to watch. Not so much is heard of Gremlins in the Pacific. But it is a lore that catches on and those who have transferred their activities from European skies to the Pacific are busy preaching it. There are many converts.

[Dave Homewood]

Amazing Results
Ellesmere Guardian, Volume 66, Issue 3, 16 January 1945, Page 5

Amazing Results

SCIENTIFIC GUNNERY

METHODS IN AIR FORCE

Advanced scientific methods of instruction have had astounding results on the scores obtained by gunners in the Royal New Zealand Air Force, fighter pilots now obtaining eight hits where previously they scored only one, while the hits scored by turret gunners have improved in the ratio of 50 to 1, states a report issued by the Air Department, Wellington. Gunnery in the R.N.Z.A.F. has become ,an exact mathematical science, and it can be stated that air-gunners and fighter pilots in the service are probably better trained in gunnery than the airmen in any other air force in the world.

Gunners for the R.N.Z.A.F. are carefully selected. They must be men who remain calm and cool in the face of danger, who will hold their fire until the right moment. This applies to fighter pilots as well as turret gunners, and it is interesting to note that many awards for gallantry have been won by New Zealand airmen because they held their fire until the right moment. This fact has been specially mentioned in citations to awards.

A pre-operational school of gunnery was started at the Air Force station at Delta, under the charge .of a specially qualified education officer. Synthetic equipment occupies an important place in such a school, and, while it does not obviate operational instruction, it allows theory to be thoroughly understood with no waste of time in the air.

The air-gunner has his training advanced to a higher stage at Ohakea, where he receives further training with synthetic devices. Here gunnery errors are reduced to facts and figures, and factual reasons are produced to show why shots do not hit their target. Target figures in practical air firing done by turret gunners have improved by 5000 per cent — an amazing figure. This is the direct result of the methods of instruction at Delta and Ohakea. Fighter pilots receive their instruction at a school now at Ardmore, and their shooting, known as fixed gunnery, has improved by 800 per cent. The school at Ardmore was recently attended by eight fighter pilots back from the Pacific zone, four of them with decorations won in this war. They readily admitted that the ground instruction given had greatly improved their gunnery. Besides training fighter pilots to act as specialist gunnery leaders on overseas service, the Ardmore school is training specialised gunnery instructors for flying training schools.

The statement that New Zealand air-gunners are as goad as any in the world is based upon the known training figures of all the Allied nations. The high standard is attributed to care of selection of personnel, the use of qualified mathematicians as ground instructors, together with flying instructors who have had extensive operational experience, the adoption of the best synthetic training devices followed by practical experience, and the use of a gunnery theory which incorporates the best features from the Allied air forces.

The aim of the R.N.Z.A.F. experts has been to reduce gunnery to rule-of-thumb methods with a properly - implanted mathematical and theoretical background. A number of the features of the gunnery courses

[Dave Homewood]

DEFENCE WORKS
Ellesmere Guardian, Volume 66, Issue 56, 20 July 1945, Page 2

DEFENCE WORKS

COST OP CONSTRUCTION IN NEW ZEALAND

EQUAL TO CITY OF 170,000 PERSONS

The provision of accommodation for United States and New Zealand forces in the Dominion during the present war involved ,a construction programme equivalent to the building of a city With a population of 170,000. The accomplishment in defence construction was impressive. The total expenditure on defence works from the outbreak of war until February 28, 1945, was £46,564,124, states the Dominion.

When war began in September 1939 the construction plan was already under way with seventy buildings (floor area 795,750 square feet) erected. Within three months an additional 700 defence buildings, mostly aerodromes and military camps, had been begun with a total floor area of more than 1,500,000 square feet. When Japan entered the war, and United States servicemen came to New Zealand, the entire building resources were concentrated on defence requirements. In one locality alone buildings to accommodate 7000 men had been ready in two months.

By March 1944, 4674 buildings of 5,392,924 square feet had been constructed on aerodromes and 28,296, with a floor space of 14,987,302 feet, on other defence works. These included 4,916,209 square feet of storage space, costing £3,920,365, all with rail access and adaptable to post-war needs. Timber used up till then on defence construction totalled 370,000,000 superficial feet.

The extent of the work on military defence areas from 1939 to 1944 may be gauged from these figures, which relate to all classes except aerodromes: Area of military camps constructed, 17,104 acres; length of roading metalled and sealed, 288 miles; area of precincts of camps such as parade grounds, gun parks and so on, metalled and sealed, 604 acres; length of sub-surface and storm-water drainage, 144 miles; area of levelling carried out, 1013 acres; water piping laid, 300 miles; sewerage piping laid, 166 miles; fencing, 159 miles.

Additional to military camps, defence works included fortifications, oil tanks, magazines, observation posts, air raid shelters, operational centres ,and hospitals. At Cornwall Park, Auckland, a hospital to accommodate 1500 patients, and comprising 122 buildings over eight acres, was ready for occupation in three and a half months. A 1000--patient hospital at Hobson Park, Auckland, with sixty-eight buildings over six acres, was also rapidly constructed. Both these hospitals as well as others at Avondale. Silverstream, and elsewhere—seven units in all— were erected for United States forces and provided 8000 beds.

Twelve new hospitals were built for New Zealand servicemen, aggregating 1400 beds. The net result was 9400 hospital beds not previously existing. These figures do not include convalescent depots or camp hospitals controlled by the New Zealand Army, and providing 1100 beds, or the 100 extra beds provided by extensions by hospital boards of existing institutions.

The 9400 beds referred to exceed the total pre-war facilities available for general cases throughout New Zealand, and are only nineteen per cent less than the aggregate beds of all descriptions, including those for maternity, tuberculosis, and infectious cases, available in the Dominion's public hospitals in 1941-42.

AERODROME CONSTRUCTION
Aerodrome construction was started by the Government early in the 1930's, and the growing- demands for civil, commercial, and military purposes saw a good deal accomplished by the time war began.

At August 1944 the position was: Civil aerodromes constructed for immediate and temporary use of R.N.Z.A.F., four; civil aerodromes extended for immediate and temporary use of R.N.Z.A.F., thirteen; aerodromes temporarily used as R.N.Z.A.F. stations, six; civil and R.N.Z.A.F. communications, forty-one. Total sixty-four.

Emergency landing grounds, sixteen; permanent R.N.Z.A.F. stations, five; temporary R.N.Z.A.F. stations and landing-grounds, eleven. New Zealand total, ninety-six. Pacific aerodromes constructed, five; under construction, one. Grand total, 108.

The ninety-six New Zealand aerodromes cover an area of 11,000 acres, and in the Pacific 700 acres. The total length of runways on the New Zealand aerodromes is 165 miles, including ten miles of concrete: runways and taxiways, and eighteen miles of stabilised runways. The main aerodrome constructed in Fiji (Nandi) involved the shifting of 800,000 cubic yards of earth and the erection of nearly eight acres of buildings. The concrete runway covers twenty-three acres. Additional stabilised runways involved the use of 200,000 cubic yards of shingle, covering 100 acres, and equivalent to forty-six miles of metalled highway.

The number of hangars erected throughout the Dominion was sixty-five, covering 1,643,632 square feet.

Other details of the work are: Area levelled, drained, topsoiled, and grassed, 9345 acres; material excavated, 10,764,825 cubic yards; field tile drainage laid, 245 miles; open drains constructed, 102 miles; sewers laid, 39 miles; storm water drainage laid, 32 miles; water services laid, 74 miles.

Extensive works for the Royal New Zealand Navy were also undertaken, including large-scale reclamation and dredging and the construction and extension of naval bases and wharves.

[Dave Homewood]

I find the article above on defence expansion fascinating. It's amazing how such a small nation (then a population of less than 1.1 million) who had just come through a bitter depression could afford to invest so heavily and get the job done so quickly and well.

I wonder how many of those 65 hangars are still standing today.