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Post by McFly on Aug 8, 2011 12:50:45 GMT 12
What, I shudder to ask, are the other five? The other five objectives are: DFOs(F) - Chapter 4 Personnel - Section 12 RNZAF Bicultural Policy - AL 26 - 18 May 2011
4.301 Specific objectives that are to be achieved as a result of this policy are to:
a. develop an awareness training programme regarding the Treaty of Waitangi, tikanga Mäori and New Zealand history. b. enhance the relationship between the RNZAF and Mäori both within the RNZAF and the wider community; c. promote Mäori culture and ensure that it is accessible to all RNZAF personnel; d. project a bicultural image that reflects the RNZAF acknowledgement of the Treaty of Waitangi; e. establish an RNZAF marae; and f. develop and implement a reo Mäori (Mäori language) plan.
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Post by McFly on Aug 5, 2011 20:03:36 GMT 12
Yes Beags, The one by the main gate is the new Deployable Bulk Fuel Installation (DBFI) building. DBFI units are the large fuel bladders that 3 Sqn often use in the field while deployed away from tanker support. The other small hangar is Brendon Deere's 'Biggin Hill' hangar housing Spitfire PV270, Harvard NZ1037 and Grumman Cheetah ZK-DLI See: www.spitfirepv270.co.nz/virtual.htm
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Post by McFly on Aug 5, 2011 19:25:55 GMT 12
These photos show the first stages of the new Air Force Marae project brought into effect by the RNZAF Bicultural Policy. Background - 1. The RNZAF Bicultural Policy was brought into effect in December 2003 to guide the RNZAF towards achieving a bicultural partnership that represents and respects both the RNZAF and Māori cultural interests. It reflects the RNZAF’s commitment to the Treaty of Waitangi and the importance of Maori culture to all New Zealanders, including the RNZAF. It also recognises the role and benefits of a bicultural Air Force with regard to RNZAF’s operational effectiveness and organisational pride. Principal among the six key objectives of the RNZAF Bicultural Policy is ‘to establish an RNZAF marae’.
2. Although the Māori culture has become firmly entrenched into RNZAF culture it lacks a focal point of Māoridom that adequately reflects its importance to the RNZAF. In 2008 a residential Senior Air Noho Marae took place at Parewahawaha marae Bulls, at which the need for an RNZAF marae was reaffirmed. A preliminary marae scoping team was put together in 2009 to identify at which base a marae would provide maximum benefit to both the RNZAF and Māoridom. Ohakea, Auckland and Woodbourne were all considered and Ohakea was identified as the preferable option after all considerations were taken into account.
3. It was also noted by the scoping team that the vacant Ohakea Museum building were scheduled for demolition. Relocating the building as the genesis of a marae complex was considered to be a viable possibility. The shape and dimensions of the building are ideal and it has a long and deep history with the area having once been the local school building prior to becoming the Ohakea museum. Relocation as the nucleus of a marae would also mean large cost savings to the RNZAF.
4. As well as providing a focal point for Māoridom, an RNZAF marae would also be a ‘turangawaewae’, (a ‘place to stand’) for all RNZAF personnel in the most fitting form and location intensely unique to New Zealand - the marae, specifically the RNZAF marae. (All RNZAF Official)
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Post by McFly on Aug 5, 2011 17:55:21 GMT 12
So is the plan to no longer send aircraft to Woodbourne, and do all the Groups at Ohakea? Or is that not the case?. No Dave, no intention to shift the groups from Woodbourne that I'm aware off. The MSS facilities are component only (+ a large composite bay). Paint shop is designed for the helos, however I'm sure a single engine trainer, twin turboprop or jet trainer could fit as well. Note sure the political will to consolidate at Ohakea will raise up again especially after the dollars were properly costed. Pretty extensive airfield and infrastructure works going on at Whenuapai currently, but hey nothing would surprise me. The new Aircraft Maintenance Squadron (AMS) is standing up at Whenuapai soon. They will take all the phase servicings off the various flying squadrons (P-3, C-130, SH-2G, B-757) to enable them to concentrate of operational tasking and not second line maintenance. Those of an older persuasion will remember the AMS of the past (disbanded 1979) at Whenuapai doing C-130 and P-3 servicings. Round we go again.
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Post by McFly on Aug 5, 2011 17:08:11 GMT 12
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Post by McFly on Aug 5, 2011 12:23:45 GMT 12
Perhaps Ohakea missed an opportunity with the recent decisions and availability of the ex RNZAF Skyhawks (or Iroquois for that matter)...! See what they have done at the Royal Singaporean Air Force base at Payah Lebar. (RSAF Museum at 400 Airport Road next to the Payah Lebar Air Base in Singapore. Take the MRT to Eunos station and then a No 94 bus that drops you right outside the Museum). See: www.mindef.gov.sg/imindef/mindef_websites/atozlistings/air_force/about/museum.html
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Post by McFly on Aug 4, 2011 18:06:13 GMT 12
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Post by McFly on Aug 3, 2011 12:46:42 GMT 12
A few photos from the Air Force museum collection: Pilots course 6c, Number 3 Service Flying Training School, Royal New Zealand Air Force Station Ohakea - 20 Dec 1940. L-R: Back; R.S. Bruce, M.F.G. Fraser, A. george, J.E. Casey, A.C. Callander, A.W.G. Cochrane, G.R. Coates, C.P. Towsey, O.T. Hannigan, A.C. Krause, I.H. Hunter, D.M. Russell, D.F. Watson. Front; C.G. Beale, T.B. Marra, M.C. Conway, A.P. Gainsford, J. Fyvie, L.l. Anscombe, A.M. Keys, R.L. Scott, C.S. Mathers, G.A. Kennedy, J.F. Hunt. Pilot Officer Oakden pilot with 243 Squadron with a Brewster Buffalo at Royal Air Force Station Kallang, Singapore - 1941. From the 488 Squadron Diary. "67 And 243 Squadrons. Kallang 1941. 67 Squadron Hangar". Brewster Buffaloes in Singapore - 1941. "67 And 243 Squadrons. Kallang 1941. Standby Kite". 243 Squadron Brewster Buffalo WP-Q W8189. Singapore - 1941. 243 Squadron was later allotted the code letters 'SN'. Wreckage of 243 Squadron Brewster Buffalo WP-C, W8137 which was shot down over Malaya - 1941.
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Post by McFly on Aug 2, 2011 21:33:59 GMT 12
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Post by McFly on Aug 2, 2011 17:33:29 GMT 12
McFly would as I think he was to do with H&S Indeed - And reproduced here with names removed. INVESTIGATION REPORT - NZ4205 1. At 1115 hrs 7 July 1989 Sgt R positioned the Crown Lifter at the port horizontal stabilizer to carry out leading edge tape removal and surface preparation for painting of NZ4205 in 5 Sqn Hangar.
2. LAC M was instructed by Sgt R on the work required to be carried out. He therefore proceeded to remove the leading edge tape from the port side horizontal stabilizer using the Crown Lifter for access. He commenced removing the leading edge tape from the fuselage out to the tip. This required the operation of the Crown Lifter. As the Crown Lifter basket traversed to the right, the Crown Lifter elbow moved closer to the aircraft fuselage. As the basket moved in towards the tip of the stabilizer the elbow moved up and struck the aircraft fuselage at FS 939 tearing a six inch hole in the pressure bulkhead.
3. Previous to this incident on 3 July 1989 LAC M had received three hours instruction on the operation of the Crown Lifter from Sgt R. This instruction was carried out in the same position as the accident occurred.
4. Sgt R was supervising LAC M operating the Crown Lifter but at the time of the accident had been called away to answer the phone.
5. LAC M arrived on the Squadron 26 June 1989 and since then has worked the last twelve days without a day off. This is due to extra work required to prepare NZ4203 for Sea Search 89. Sgt R had also been working the last twelve days without a day off.
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Post by McFly on Aug 1, 2011 21:19:14 GMT 12
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Post by McFly on Aug 1, 2011 13:51:29 GMT 12
A good review by one Dave Homewood - www.cambridgeairforce.org.nz/RNZAF%20Books.htmGreen Kiwi Versus German Eagle by J. Norby King This is a really good account of the war of Norby King, who trained in the RNZAF, and went to Britain where he became a Hurricane pilot. He flew Hurricanes, and then Spitfires, in the North African campaign, and up into Italy, and then after a spell as an instructor, he returned to Spitfires with 485 (NZ) Sqn in time for the D Day invasion. I found the book was easy to read and an interesting tale, which often reminded me of other books in the same vane - particularly Byran Young's Beckoning Skies, although the latter is a bit more detailed in its storytelling and photos. Though Norby missed out on a Hurricane raid on Dieppe, he was in the thick of things on D Day, and he flew alongside the more famous Johnnie Houlton, whom he'd also trained with. All in all a great read at a great price. 251 Pages, Softcover, Published by the author in 1991. Republished 2003. ISBN 0-473-01210-3 This book is still available for $15.00 from the author at this address: J.N. King 28B Ranch Road Mount Maunganui Bay of Plenty NEW ZEALAND
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Post by McFly on Jul 31, 2011 21:23:07 GMT 12
That would be F/L James N. King (NZ413089) Known as 'Norby' - 485 (NZ) Sqn from 6/44 to 3/45. Flew with 485 when under the command of S/L John Pattison DSO, DFC, Legion D'Honneur. Certainly James King deserves our gratitude for his courage and bravery during the war - Salute that man on his 90th birthday. An excerpt on some action James King was involved with is reproduced here: The advantage of holding aerial supremacy over the battlefield were clearly emphasised early in October 1944 when F/L Owen Hardy led 485's Spitfires into an attack on some enemy infantry units. The Germans were using the cover of some woods to assemble their infantry for a counter-attack on British and Canadian troops. The Allied ground forces indicated this position for the pilots with red smoke markers. The Spitfires swept down on the target, ignoring the concentration of flak that defended the assembly zone, and twice lashed the area with a hail of cannon and machine-gun fire. The efforts of the pilots ruined any further ideas of a German counter-action. During the attack F/L James King's Spitfire was hit but he had sufficient time to land his aircraft just inside Allied lines. Wing Leader Harries described the battle: When the New Zealanders went in first they dived from 4000 feet right down to the deck in the face of strong flak defences. They swept over the wood, with their cannon and machine-guns blazing and they returned and did it again. The wood was full of enemy troops and in one corner of the target area there were several fortified buildings. Before the New Zealand Squadron had finished, one of these buildings was burning with flames and smoke reaching 1500 feet.485 (NZ) Sqn at Selsey - F/L James King is front row 6th from left. 485 (NZ) Sqn Pilots and Ground-crew at Maldegem - F/L James King is 4th from left.
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Post by McFly on Jul 31, 2011 15:50:43 GMT 12
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Post by McFly on Jul 30, 2011 19:18:18 GMT 12
what are you trying to say Mr Mc Fly.... Beags - Surely you remember those heady days (on night shift), too much tasking, not enough airframes, lots of snags, not enough techs to do all the jobs etc etc....! Everybody helping out other trades as best they could, perhaps not enough supervision or oversight etc. Trying to remember who was there... Richy P, Viti, Kev O, you..?
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Post by McFly on Jul 30, 2011 18:59:38 GMT 12
Continuing on with the Andover theme already posted. Following the withdrawal and sale of the RNZAF Andovers, most of them continued to ply on and do what only an Andover can do. Nevertheless like all good things some of them eventuality came to an end and the below photos show the sad demise of three of the ex RNZAF Andover fleet. NZ7620 eventually became 5Y-SFE and ended its life on its belly off the side of a strip in Africa and was also run in to by a C-130 just to finish it off. (Withdrawn from service late 1996 and sold to Eureka Aviation 28 November 1996 as 9Q-CVG. Ferried to Brisbane on 07 February 1997. To Jesus Alive Church, South Africa in May 1978 as EL-VDD. To J.A.M. Air July 1998 as 3C-JJX. As 5Y-SFE written off in Democratic Republic of Congo in early 2003). NZ7622 became 3C-KKB and it too finished on its belly off the side of another dirt strip in Africa. (Withdrawn 30 June 1998 with 12,079.9 total hours and sold to Thameside Aero Services as 3C-KKB. Ferried to Brisbane 21 September 1998 and arrived at Southend on 30 September 1998. To 748 Air Services (Kenya) 03 October 1998. Noted at Rand in 1999 and 2000. Last seen airworthy at Nairobi on 14 March 2003. Suffered a major engine failure and crashed at Rumbek airstrip in the Southern Sudan). NZ7623 became 9Q-CDY and ended up on a fire training pan in Belgium. (Withdrawn December 1996. To Eureka Aviation 28 November 1996 as 9Q-CDY. Ferried Brisbane 07 February 1997. Stored Antwerp Airport. Leased to Bazair and seen at Nairobi in August 1997. Stored at Liege in January 1998 and at Antwerp by 31 May 1998). More here on a previous thread with the disposition of all the Andovers - rnzaf.proboards.com/index.cgi?board=Postwar&action=display&thread=1661
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Post by McFly on Jul 29, 2011 21:43:02 GMT 12
Not directly related to the original post, however another interesting P-3 propeller accident is referenced here. The attached photo is the 'hull' damage to an RNZAF P-3 Orion following the loss of the 'spinner' on the #3 engine during a maintenance ground run at night. Those familiar with James Reason's 'Swiss Cheese' or 'Reason Model’ (See: en.wikipedia.org/wiki/Swiss_cheese_model) of accident causation will understand how a series of omissions and failures some deliberate and others not can, under the right circumstances, all line up with the end result being and accident or incident etc, which was what happened here. In this particular case, the spinner hadn’t been reattached properly following a series of prop balancing runs and when it came off during the next engine run was picked up by the blades and the shattered pieces flung against the side of the fuselage puncturing the pressure hull in multiple places. One of the challenges in repairing these 'wounds' was a number of the fuselage skins had to be completely replaced and the aircraft jigged. As there were no commercial available sheets of aircraft grade aluminium available that were large enough, Lockheed Martin had to make the specific P-3 factory skins and air freight them out to NZ..$$$. Coupled with this was the damage to the prop blades and engine..! More $$$ I'm sure Beagle would like to enlighten us on some of the finer details surrounding this specific incident.. Beagle feel free to chip in mate..
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Post by McFly on Jul 22, 2011 19:18:52 GMT 12
The US Marines were back here in 1995 (albeit the USMC Band out of Guam) for the 50th Anniversary of the end of WW2 (or VJ Day) parades. The RNZAF went up to Guam in a C-130 and brought them back to participate in the large Wellington street parade held to mark the occasion.
The following excerpt was harvested from a news blog at the time. Note the references to the various flyovers. Any photos lurking out there...?
VJDAY CELEBRATION
The 50th anniversary of the end of WWII occupied the attention of most New Zealanders for the first two days of this week, culminating in parades and public spectacles. In Wellington there was a huge parade, led by the veterans of various theatres of war, with Jack Hinton VC at the head of the column. There were large crowds who applauded respectfully as the bemedalled old warriors walked slowly but proudly through the streets to the Cenotaph.
A DC3 flew overhead at extreme low altitude, and dropped 32,000 red poppies, one for each New Zealander killed in the wars of this century.
Behind the old soldiers were a number of civilian organisations which had played a prominent role in the difficult days of WWII.
During this section of the parade, NZ's only example of an airworthy Catalina (PBY-5A) flying boat wheeled over the city, again at low altitude, doing some very tight turns.
Finally, the modern military marched, with all branches of the service. A collection of military vehicles brought up the rear, with the very rare sight of tracked fighting vehicles in Lambton Quay. Two of the M113 APCs were in the colours of the UN contingent to Bosnia.
During this section, the Warbirds of Wanaka staged a flypast with a Spitfire, Mustang, Corsair and Sea Fury.
The parade concluded with the usual civic and religious observances at the Cenotaph. In this concluding ceremony, the RNZAF flew a precisely timed tight formation flypast with a C-130 flanked by two P-3 Orions and four Aermacchi trainers tucked in diamond formation in the slot.
There were mixed emotions about, and much press coverage of, the participation of His Excellency, the Ambassador of Japan who laid a wreath, an who expressed a similar, slightly equivocal apology for Japan's wartime actions.
In Queenstown and Rotorua, the local RSAs made public statements to the effect that any Japanese in town would be made unwelcome if they turned up at the parades or ceremonies. This sparked a lot of public debate about the justice of carrying a grudge against the grandchildren of the perpetrators of various warlike acts.
The finale in the evening was conducted in the grounds of Parliament with the newly renovated buildings looking splendid under the floodlights. A stage show was mounted after the style of the wartime concert parties. It opened with yet another precision flypast by a flight of A-4K Skyhawks. Tina Cross gave a Vera Lynn style performance and Sir Howard Morrison concluded with a rendition of "Now is the Hour"
Protesters against the imminent participation by the RNZAF in military exercises with the Indonesian Air Force attempted on a couple of occasions to participate with protest banners, and were duly ejected.
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Post by McFly on Jul 20, 2011 17:35:30 GMT 12
Something else that interests me about the Meteor is that it wears a Wing Commander's pennant on the fuselage. The only Wing Commander we have on our list as having flown it is W/C Dick Webb (formerly of No. 485 (NZ) Squadron fame of course). Was this aircraft allocated to him or his unit? It seems a bit odd as the pilot usually associated with the aircraft is Sqn Ldr Bob McKay. Some photos of W/C Dick Webb from both his No 485 (NZ) Sqn and Middle East Command time, which I believe was with No 1435 Sqn. (Sorry no Meteor but a Spitfire ) Flight Lieutenant R. W. Baker (left) and Flying Officer Dick Webb standing in front of a 485 Squadron Supermarine Spitfire - 1942 (pr8942c). Webb was one of Baker's instructors while learning to fly at Royal New Zealand Air Force Station, Wigram. L-R: Wing Commander Schrader, Wing Commander Webb and Buller of Middle East Command. Brindisi, Italy - 1943. (PR10065) Group of Middle East Command personnel with a Supermarine Spitfire. L-R: Flying Officer Harrison, Wing Commander Schrader and Wing Commander Webb. Brindisi, Italy - 1943 (PR8801b) (RNZAF Official) A link here to Warren Schrader's Meteor. rnzaf.proboards.com/index.cgi?action=display&board=Modelling&thread=3233&page=1#23475
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Post by McFly on Jul 18, 2011 17:53:27 GMT 12
Here's a few from the Air Force Museum collection. Commanding Officers inspection of Number 75 Squadron. Personnel in front of Meteor NZ6001 at Royal New Zealand Air Force Station Ohakea - 20 Feb 1948. (OhOG4464~48) Gloster Meteor NZ6001 landing at Paraparaumu airfield - Circa 1946. (MUS031023) Formerly EE395, NZ6001 was the Royal new Zealand Air Force's first jet aircraft - Feb 1946. (pr8257) "At Wigram 1946". Two Chance Vought Corsairs and Gloster Meteor NZ6001 fly over Royal New Zealand Air Force Station, Wigram - Circa 1946. (ALB922955013) Image from the Woolhouse personal album collection. Gloster Meteor NZ6001 shown here at the end of its flying service when it became instructional airframe INST147 at the Technical Training School, Royal New Zealand Air Force Station, Hobsonville - Circa 1950's. (ALB990574063)
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