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Post by davidd on Mar 26, 2024 18:36:56 GMT 12
Errol would be right of course, he was tfd to RNZAF on 1/9/43 in rank of Sgt (ex Army) at Linton, to ITW 6/3/44, to 1 EFTS (Taieri, but no date), to Tairei Pool 24/6, to Woodbourne (2 SFTS, course No. 53B) 10/7/44, to Wigram (1 SFTS) 4/10/44, to Woodbourne T/S (for NCO Cse) 3/1/45, to OTP (Swanson, commando course) 5/2/45, to Ohakea T/S 3/3/45 (No. 8 Fighter Course @ 4 OTU), to Ardmore (Corsair Conversion) 29/4/45, to Aircrew Pool 4/6/45, to 14 Sqdn (Ardmore) 26/6/45, emb for Forward Area 20/7/45; disemb NZ 16/10/45 (@ PRP), to N/NEP [Cat 8] 8/11/45, tfd to Reserve C 27/11/45, to General Reserve 27/5/52 - 27/5/56.
NB, ITW = Initial Training Wing; T/S = Trainee Strength; OTP = Overseas Training Pool; PRP = Personnel Reception Pool; N/NEP = Northern Non-effective Pool.
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Post by davidd on Mar 26, 2024 10:39:39 GMT 12
This morning an all-silver P-51 tearing around fairly low over Christchurch. A glorious late morning now, little wind, full sunshine, some puffy clouds about.
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Post by davidd on Mar 25, 2024 10:38:44 GMT 12
Needless to say, the above photo of 5201 is an RNZAF official photograph, almost certainly taken at Espiritu Santo following assembly at the Base Depot Workshops. Paint looks in fairly good nick.
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Post by davidd on Mar 24, 2024 11:32:30 GMT 12
I, too, was astonished by this revelation.
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Post by davidd on Mar 24, 2024 10:09:59 GMT 12
John, I cannot seem to open that reference. Any suggestions?
Incidentally, do not think that referring to 1 SU stencils in the early days of our Corsairs is very accurate, and my feeling is that these numbers were applied by Base Depot Workshops personnel in the first instance. However I cannot prove that, and I have never come across any references whatsoever to the application of such markings in any correspondence I have seen - might exist in some engineering file or other. but most of these were probably destroyed after the war when they became irrelvant and were consequently destroyed. Removal of an aircraft type from the inventory would usually result in all relevant publications and engineering files to be removed from circulation, even if they still had a few instructional airframes of the type still on the strrength of ATC units, for instance. THis would be particulalry true of totally obsolete types, such as the Corsair, with the last flights in New Zealand (and Japan) taking place in about 1948.
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Post by davidd on Mar 20, 2024 12:19:30 GMT 12
Well spotted Dave, thanks for reporting this, even though no real NZ connection so far as I can see. Good to see the scientists sticking their necks out for the common good.
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Post by davidd on Mar 19, 2024 15:35:00 GMT 12
jeeiii, So far as I know, there was never anything planned beforehand when the RNZAF began receiving their brand new Corsairs in March 1944 as to how they would apply unit or "tactical" markings to these aircraft. However it seems to me that the Base Depot Workshops staff at Espiritu Santo, may have taken it upon themselves to apply the last two digits of each machine's serial number to the top of the rudder in yellow paint, plus the usual contemporary roundels, fin flashes and full serial number in the normal locations, etc. This would have saved the receiving units (in the forward area) having to do this job in possibly worse climatic conditions than those experienced at Espiritu Santo. Just a thought. By this time (March 1944) most of the RNZAF operational aircraft in the forward area were marked in somewhat similar fashion (and usually with yellow, or sometimes white) abbreviated repetitions of their serial numbers on various parts of their airframes, apart from the Catalinas which seemed to operate under a different regime so far as markings were concerned. The Avengers, Dauntlesses, and Venturas (all US Navy a/c of course) looked quite a bit like their American counterparts in the same operational area, and the remaining NZ P-40's likewise mirrored USAAF fighters in a general sense (although many USAAF types were by this time appearing in bare metal). As to why the (perhaps) the first nine Corsairs off the Base Depot Workshops assembly line only had the last digit of their full serial number repeated on upper rudder is unknown, but it is possible. I would not imagine that this was considered a major corruption of the envisaged standardisation of tactical markings, but it does seem that pretty well all of the NZ52xx, 53xx and early 54xx aircraft had similar (but not necessarilly identical) "last two" of the serial number presented on upper rudder, almost certainly with use of stencils. However the last run of Corsairs off this line (mostly F4U-1Ds) probably had no numbers applied in this way, although it is possible that further styles of "tactical" markings were applied to aircraft scheduled for the last two SU's, personnel just arrived from NZ and yet to receive their issue of new aircraft - 3 SU at Green Island (last 2 digits applied forward of fuselage roundels, in large size, yellow), and 5 SU at Emirau (last 2 digits applied aft of cooling outlets on forward fuselage, smaller size, perhaps in white), plus I think a complete replacement of 2 SU's original F4U-1 aircraft at Bougainville, with F4U-1D's. And it is noticeable that once this situation was reached, that "discipline" in application of standardised markings was rather prone to go off on tangents, with some units ending up with quite a variety of styles, while others were more uniform. Other SU's with a motley collection of old and new aircraft sometimes burst into a frenzy of repainting their entire fleet in their own "standardised" colour schems - I think 25 SU at Bougainville was a good example of this. And 4 SU, right from time of arrival of its first F4U-1's in about June 1944, insisted in having letters instead of "last two" numbers on their engine cowlings, a habit carried over form its P-40 days - however they did still have the "last-two" of serial number on their upper rudder. No doubt the theatre's operational commander (US Navy, or more likely some of his underlings) would have been advised of plans for these marking practices, to prevent any duplications which might cause confusion, so likely the ideas for these particular markings were suggested before the paint pots were ever opened.
The four RNZAF F4U squadrons located at Bougainville (at Piva Bomber strip only) by April 1945 probably came to some mutual arrangement whereby they agreed to apply various simple markings on their aircraft, intended mainly for unit recognition on the airfield, from a frontal quarter. It is known that at least some of these SU's (Nos. 1, 2, 25, 31) had such markings as (possibly) yellow front cowl rings, red prop domes or white-painted propeller hubs (but not the dome). By this time there were no American aircraft operating from this field, but the RAAF was in residence with a squadron of Boomerangs (and a couple of Wirraways), a small Army unit of Auster Mk.IIIs (17 AOP FLight), plus a couple of Beaufreighters and about 2 C-47s. It was rare for RNZAF units on any airfield in overseas locations actually outnumbered other Allied aircraft. By this time, both Torokina and the Piva Fighter strip were no longer in use, being surplus to requirements (both these strips previously accommodated large numbers of aircraft, perhaps over a hundred each, mostly single-engined). David D
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Post by davidd on Mar 19, 2024 10:30:39 GMT 12
Well, all I am prepared to say from the start is that the SU in question is highly likely to be one in the "forward area" (read SWPA) in latter stages of the war, judging by the general colour schemes and the centre-line bomb racks fitted, possibly at Bougainville (which would have from two to four Corsair SU's/squadrons in action at that time). Also the slightly lighter coloured domes of their HS propellers may be trying to tell us something too! Both Corsairs in foreground (82 and 9) appear to be in rather weather-worn dark blue overall schemes, and it is worth noting the type of canopy fitted (which precludes the Goodyear FG-1D type). Cannot exclude the SUs at Green Island, Emirau, Los Negros, or Jacquinot Bay either. After checking my "working notes" on each of the SU's under the spotlight, and taking into account that I am following the normal assumption (not applicable, however, to NZ-based Corsairs) that the numbers applied to the noses of these aircraft are the "final two" of their RNZAF serial numbers, my guess would be 30 SU (at Green Island from October 1944, then Jacquinot Bay from May 1945). Both NZ5209 and 5282 served with this unit from October 1944 till end of the war according to my accumulated research notes. Checking other possibilities, 5309, and 5409, as well as 5382 and 5482, shows that former pair of aircraft were with 1 SU at Bougainville, and 3 SU at Green Island/Jacquinot Bay respectively during this period. Of the latter pair, 5382 was written off in a flying accident with 25 SU at Espiritu Santo on 24/10/44, and 5482 was with 3 SU at Green Island and Jacquinot Bay till end of the war, being written off in a landing accident at Piva (Bougainville) on 15/9/45, having just arrived from Jacquinot Bay for engine modifications. Hmmm, must say, this was easier to come to a fairly strong conclusion than I first thought. However this is still not 100% confirmed, but I reckon it is a fair guess, knowing what we know. Naturally I did not include details form NZ55xx and 56xx aircraft for fairly obvious reasons, former being generally the NZ-only based Corsairs, and latter were the FG-1Ds which I ruled out because of those late-model canopies. Open to all criticisms/suggestions. Another couple of visible/readable "nose numbers" on aircraft in th eimage would have given me more confidence. The attached further information provided on the site had some very good, and then some very terrrible information, somewhat typical of many articles on historical events/details these days. Has to be said.
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Post by davidd on Mar 16, 2024 11:00:08 GMT 12
Dave, have just run another check, and seems (from the accident/incident cards) that the pilot of the ditched Avenger (NZ2548) on 15/3/44 was in fact F/Sgt J H POPE, so the published name was incorrect! Pope's log book is available at Wigram, so I guess that can be perused by anyone interested. Pope's full name was James Henry POPE, NZ422206, postwar number 132302, so the newspaper got the initials right at least. I also suspect it was the RNZAF which probably supplied the faulty information in the first place, although rest if information all correct!
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Post by davidd on Mar 16, 2024 10:30:31 GMT 12
Dave, the Navigator is NZ4212858 Eric Julius NEWTON, born 1923, Ngaruawahia, previously employed as a carpenter. Embarked Auckland for Canada for advanced training per MATSONIA 5/5/43; completed training and ppromoted to Sgt in Canada October 1943, retd to NZ December 1943, posted to 31 Sqdn 18/1/44, thence to 1 Sqdn @ Whenuapai 17/4/44, to 1 OTU (Ohakea) 26/6/44, to Ohakea (admin posting) 8/7/44, to 2 Sqdn (Ohakea) 18/8/44. Completed forward area operational tour with latter squadron (25/10/44 - 16/3/45), remained with 2 Sqdn on reforemation 16/4/45, to Aircrew Pool 1/6/45, to 1 Sqdn (Whenuapai) 25/7/45, to Ohakea T/S 30/8/45 (possibly for C-47 Course with 1 [Transport] OTU), tfd to Reserve, Class C 23/10/45.
There is a faint possibility that the pilot was NZ432759 Sgt John David Hope, who graduated with Wigram Course No. 44A on 19/2/44, thence to New Plymouth (GR course with School of GR), 8/3/44, thence to CSP (Combined Schools Pool, Levin) 24/5/44, but the rank is wrong - he was not due for promotion to F/Sgt till 19/8/44, so there may very well be another F/Sgt Hope (the correct one!) yet to be discovered. J D Hope was posted to Fiji for service with 4 GR Squadron, Nausori, Fiji, 14/7/44 from what I can make out.
David D
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Post by davidd on Mar 14, 2024 8:10:14 GMT 12
Small correction, the P-63 is actually a P-39 (later model with 4-blade prop), thus the moniker Airacobra IS correct. P-63s (Kingcobra) had quite different wings and tail surfaces.
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Post by davidd on Mar 3, 2024 8:24:14 GMT 12
Fingers crossed Denys!
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Post by davidd on Mar 3, 2024 8:18:08 GMT 12
The two pilots mentioned are NZ424080 Anthony Francis (Tony) HOUGH, and NZ40297 Bernard Lewis (Bernie) Hoskin, both of 18 Squadron. Hough did NOT have a third given name starting with letter "C". There is also a small (and obvious) spelling error in second to last paragraph, which members can correct themselves if they worry about such things (like me!) Otherwise the story reads pretty well. And good to see the original writer was well able to correctly spell name of the other American fighter aircraft mentioned.
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Post by davidd on Feb 29, 2024 8:22:22 GMT 12
Only Venturas in RNZAF with "waist gunners" were the B-34s - I presume this is what you are referring to? These had the guns mounted on a ball and socket arrangement. Or perhaps the belly gunner of a PV-1 (or B-34). Guessing the piece in question is the distinctive one in the centre foreground of image, just above the con-rods and looking like the mounting brackets for the guttering of a house!
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Post by davidd on Feb 28, 2024 12:12:15 GMT 12
And later (as a civilian) imported PZL Wilga aircraft from Poland?
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Post by davidd on Feb 28, 2024 8:55:17 GMT 12
Just a minor point, but the designation of this aircraft (also known as the Grumman Tiger to fit in with all the other "Fighting Cats" produced by this company) has been scrambled somewhat, should read F11F-1 rather than F-11F1. Seem to recall there is a fairly good video of this incident on Youtube, at least half an hour long, maybe longer.
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Post by davidd on Feb 28, 2024 8:48:10 GMT 12
Not an expert by any means, but I would say the answers to your two questions would be NO and NO! Operating off grass might be attempted in an EXTREME emergency, but that would have to be determined by examination of the grass surface and bearing strength of underlaying structure of all taxiing areas and runway, and would probably be considered as far too risky. Have skimmed through the Pilots' Notes for the B.2 (AP 4326B-PN) but could not find any references to runway surfaces and lengths at all. However, users of these aircraft would have had access to information as to which airfields around the word would be available and suitable for this type of aircraft.
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Post by davidd on Feb 27, 2024 8:47:25 GMT 12
I note this aircraft (which at first glance I assumed was ex RNZAF at Rukuhia, or Asplins) has a "kinked" pitot head, which I am fairly certain was an (RAF?) modification, seen especially on RAF Kittys in the Western Desert. Also has flared ("fishtail") exhausts, which seems to have been introduced with the P-40K, although sometimes P-40Es appear to have been fitted with them (I think the two types were interchangeable).
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Post by davidd on Feb 27, 2024 8:37:01 GMT 12
There was no intention of flying the Jake at Jacquinot Bay "south". This aircraft apparently had an unnoticed slow leak in one float, and capsized where it was moored overnight. Salvage of the Jake (which was a fairly large aircraft) would have been a major job, quite beyond capability of the RNZAF personnel at "The Bay", and nobody really wanted this aircraft anyway, so I presume it was scuttled to get rid of it, and remove a "hazard to marine navigation". Thus the only Japanese aircraft remaining in anythhing like airworthy condition in the area were the Zeke 22's at Piva (South east Bougainville) and the three Zeke 52s at Jacquinot Bay, plus the (damaged) Dinah at the same location. There were also a few other waifs and strays in various locations, including the damaged Kate still at Rabaul, and I think the Oscar that survived and ended up in NZ much later was also there somewhere. Also stray remains of Bettys and other Zekes, Rufes, etc, and at least one Irving at Rabaul with no engines. Also the remains of an Emily in Rabaul harbour near the shore, which was not in good shape. The three Zeke 52s were all flown from Rabaul to Jacquinot Bay by Japanese pilots, along with the Dinah, which I think had one additional Japanese passenger aboard. The Jake was flown to Jacquinot Bay a little later by F/L R H F Hickson, with another kiwi (groundstaff?) aboard. Hickson was an Australian-born member of RNZAF and his "day job" was as a Catalina captain with (I think) 6 Squadron. Numerous good quality photographs were taken of the three Zeke 52s and the Dinah arriving at Jacquinot Bay by an RNZAF cameraman, the negatives still survive at the RNZAF Museum.
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Post by davidd on Feb 26, 2024 8:54:55 GMT 12
Note that all the RNZAF Mustangs, shipped from USA in 1945, were (I think) given the "full protection" system at the North American factory prior to shipping. However also possible they were test flown at factory, then flown to an airfield adjacent to one of the East or West Coast ports, given protection treatment, then hoisted onto aircraft carrier, merchant ship or oil/fuel carrier for onward transport to final destination). The protection system used for the RNZAF Mustangs in 1945 was a type of black, shiny plastic material known as "Plastiphene" if my memory is working correctly. Many other types of new American aircraft received this treatment in USA prior to being shipped overseas, especially fighters and light bombers, also possibly used for light communications aircraft too, although fabric covered light aircraft probably crated and carried below deck. The Plastiphene was particularly suited to protecting aircraft carried as deck cargo on merchant ships, or on aircraft carriers used, literally, as aircraft-carrying aircraft carriers! The Plastiphene was left on the NZ Mustangs in storage until they were being prepared for flying from 1951/52 onwards. However RNZAF PV-1 Venturas were carried from California to Hawaii from about June 1943 onwards till August/Sept 1944 with no additional protection, and paid the price, particularly if they ran into storms.
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