Post by davidd on Aug 23, 2012 17:12:17 GMT 12
A few more titbits re RNZAF Austers.
At least one AOP refresher course ws held at Whenuapai, with NZ1706 implicated in this course, in September 1953. Interesting that this aircraft was wrecked at Papakura just 3 months later, on 5/12/53 when the pilot overshot his landing at the Papakura Military Camp. This aircraft was on the strength of Whenuapai at this time, under control of No. 1 (Auckland) Squadron, TAF, but was being flown by an Army pilot. Pilot was authorised to fly Auster from Ardmore to Whenuapai, but instead decided to carry out (unauthorised) flying at the Papakura Military Camp. "Through an error of judgement he delayed 'going round again'until too late to avoid hitting a (ten-foot high) hedge on the windward side of the field." It transpired that this pilot was not considered competent to practice solo circuits and landings from restricted landing areas. Also he was carrying a passenger (another junior Army officer) at the time. Disciplinary action was recommended by the CO, Whenuapai. The aircraft was struck off charge; flying hours at this time came to just 207.15, which tends to demonstrate the relatively low utilisation of these aircraft. The wreck was advertised for sale by GSB tender No. 5443 on 19/4/54, at Whenuapai.
It is quite noticeable that several of the RNZAF Austers were badly damaged by NZ Army pilots, who, although trained by RNZAF instructors, completed only a relatively short pilot course (about 50 hours from memory, roughly equivalent to the World War Two EFTS course, or one third of a normal RNZAF pilot course), and seemed rather prone to poor decision making when they found themselves in unusual situations, such as the pair at Little Oxford in August 1959, and out friend in NZ1706. NZ1707 was finished off by an Army officer too, although I am not in any position to comment on that particular incident. A major problem with the Army pilots seemed to be the realtively low number of actual flying hours they managed to clock up each year (thus the frequent refesher courses) and this, coupled with their operational role of very low flying in low powered aircraft, and similtaneously having their attention constantly distracted by observing events on the ground, was really an invitation for a higher than average "rate of attrition".
Probably the reason that the serial numbers of NZ1701 and 1702 seem to have been mixed up was that the RNZAF did NOT advise the makers (Auster) of the serial numbers to paint on these machines at the factory. Consequently they were shipped out without external identification (although probably marked with those "C" type roundels, etc). However these aircraft WERE issued with Ministry of Civil Aviation Certificates of Airworthiness in the UK, which just showed the Auster number for identification. A note was sent to Air Department in Wellington from RNZAF HQ in London dated 30/10/47, stating "Herewith, is C of A (No. 9755) in respect of Auster V, Series J/5 aircraft C/N No. 2802." The first aircraft arrived at Wellington per PORT HOBART approximately 15/9/47, and was promptly despatched to Ohakea (by truck?) for assembly, despite advice in July that the RNZAF lacked necessary personnel to assemble the aircraft and that Mr Higgs, the NZ agent for Austers, "has intimated that he can arrange for thee work." On 8/9/47 (shortly before first Auster arrived) Air Department in Wellington sent technical advice and detailed instructions to Ohakea re the assembly of these aircraft, including: "(d) NZ number 1701 has been allotted to this aircraft." However as late as 28/11/47, Ohakea signalled Air Department : "Auster Aircraft. To date this unit has no information on reference Nos. pertaining to Auster A/C - Please advise." I can see people having ample opportunity of getting things seriously mixed up here!
I did not give any information on the Auster floatplanes in my original notes, as these were partially covered anyway, but I have decided to flesh it out a bit. NZ1701 was allotted from storage at Ohakea to Hobsonville on 26/2/52 for conversion to floats. It was intended for training work with No. 6 (FB) Squadron, to provide new pilots with some means of learning some "sea sense" before moving up to a really BIG flying boat, like a Catalina. This was the aircraft test flown by AVM D V Carnegie, RAF, our CAS at the time (a flying boat man from way back!) It was damaged in service at Hobsonville on 7/7/53, ditto on 15/12/53, and was eventually advertised for sale by tender on 5/3/56, tenders to close 19/3/56.
NZ1705 was allotted from Ohakea to Hobsonville on 12/8/52 for an AOP course, but was subsequently also converted to floats, but unfortunately I do not have the remaining pertinent details to hand at the moment. It was placed in storage on 13/1/56, and was sold by GSB tender in June 1956.
Any comments, criticisms, etc welcome.
David D
At least one AOP refresher course ws held at Whenuapai, with NZ1706 implicated in this course, in September 1953. Interesting that this aircraft was wrecked at Papakura just 3 months later, on 5/12/53 when the pilot overshot his landing at the Papakura Military Camp. This aircraft was on the strength of Whenuapai at this time, under control of No. 1 (Auckland) Squadron, TAF, but was being flown by an Army pilot. Pilot was authorised to fly Auster from Ardmore to Whenuapai, but instead decided to carry out (unauthorised) flying at the Papakura Military Camp. "Through an error of judgement he delayed 'going round again'until too late to avoid hitting a (ten-foot high) hedge on the windward side of the field." It transpired that this pilot was not considered competent to practice solo circuits and landings from restricted landing areas. Also he was carrying a passenger (another junior Army officer) at the time. Disciplinary action was recommended by the CO, Whenuapai. The aircraft was struck off charge; flying hours at this time came to just 207.15, which tends to demonstrate the relatively low utilisation of these aircraft. The wreck was advertised for sale by GSB tender No. 5443 on 19/4/54, at Whenuapai.
It is quite noticeable that several of the RNZAF Austers were badly damaged by NZ Army pilots, who, although trained by RNZAF instructors, completed only a relatively short pilot course (about 50 hours from memory, roughly equivalent to the World War Two EFTS course, or one third of a normal RNZAF pilot course), and seemed rather prone to poor decision making when they found themselves in unusual situations, such as the pair at Little Oxford in August 1959, and out friend in NZ1706. NZ1707 was finished off by an Army officer too, although I am not in any position to comment on that particular incident. A major problem with the Army pilots seemed to be the realtively low number of actual flying hours they managed to clock up each year (thus the frequent refesher courses) and this, coupled with their operational role of very low flying in low powered aircraft, and similtaneously having their attention constantly distracted by observing events on the ground, was really an invitation for a higher than average "rate of attrition".
Probably the reason that the serial numbers of NZ1701 and 1702 seem to have been mixed up was that the RNZAF did NOT advise the makers (Auster) of the serial numbers to paint on these machines at the factory. Consequently they were shipped out without external identification (although probably marked with those "C" type roundels, etc). However these aircraft WERE issued with Ministry of Civil Aviation Certificates of Airworthiness in the UK, which just showed the Auster number for identification. A note was sent to Air Department in Wellington from RNZAF HQ in London dated 30/10/47, stating "Herewith, is C of A (No. 9755) in respect of Auster V, Series J/5 aircraft C/N No. 2802." The first aircraft arrived at Wellington per PORT HOBART approximately 15/9/47, and was promptly despatched to Ohakea (by truck?) for assembly, despite advice in July that the RNZAF lacked necessary personnel to assemble the aircraft and that Mr Higgs, the NZ agent for Austers, "has intimated that he can arrange for thee work." On 8/9/47 (shortly before first Auster arrived) Air Department in Wellington sent technical advice and detailed instructions to Ohakea re the assembly of these aircraft, including: "(d) NZ number 1701 has been allotted to this aircraft." However as late as 28/11/47, Ohakea signalled Air Department : "Auster Aircraft. To date this unit has no information on reference Nos. pertaining to Auster A/C - Please advise." I can see people having ample opportunity of getting things seriously mixed up here!
I did not give any information on the Auster floatplanes in my original notes, as these were partially covered anyway, but I have decided to flesh it out a bit. NZ1701 was allotted from storage at Ohakea to Hobsonville on 26/2/52 for conversion to floats. It was intended for training work with No. 6 (FB) Squadron, to provide new pilots with some means of learning some "sea sense" before moving up to a really BIG flying boat, like a Catalina. This was the aircraft test flown by AVM D V Carnegie, RAF, our CAS at the time (a flying boat man from way back!) It was damaged in service at Hobsonville on 7/7/53, ditto on 15/12/53, and was eventually advertised for sale by tender on 5/3/56, tenders to close 19/3/56.
NZ1705 was allotted from Ohakea to Hobsonville on 12/8/52 for an AOP course, but was subsequently also converted to floats, but unfortunately I do not have the remaining pertinent details to hand at the moment. It was placed in storage on 13/1/56, and was sold by GSB tender in June 1956.
Any comments, criticisms, etc welcome.
David D