Post by Dave Homewood on Nov 15, 2017 23:24:08 GMT 12
The NZ TRUTH pulled no punches in this article from the 22nd of September 1927:
OUR AIR FORCE — A KEYSTONE COMEDY
How Somnolent Defence Department Has Thrown Away Taxpayers' Money
VERY LITTLE ATTEMPTED — AND NOTHING DONE
A PLEASANT life, forsooth, but one cannot blame the officers and men of the New Zealand Flying Corps. They are, at least, willing to make themselves useful if a supine department would only allow them to do so. For nearly ten years now — since the war — flying in New Zealand has languished. In spite of the interest and money that have been lavished by public-spirited men, the position grows steadily worse.
The report of the Commandant, General Young, though couched in most glowing language, only reveals the stagnation of the past and worse that is to come. He says:
To all intents and purposes our air fleet now consists of five Avros (ab initio training aircraft) and five Bristol fighters (Army co-operation aircraft), indicating a retrograde movement as far as the number of available aircraft is concerned.
The Missing 67
In discussing the future programme, he mentions a suggested programme involving under £35,000 until 1930-1932, when the purchase of a flying-boat brings the expenditure up to £50,000, for two years. The efficiency and originality of the suggested programme is more easily the past few years — in round figures — is the same old sum of £35,000. So we drift along in comfort and somnolence for two more years, when the taxpayers are to be asked to add a further £30,000 (two years at £15,000), so that the five officers and fourteen men of the New Zealand Flying Corps may have another bit of useless junk from which to keep the moths away.
Useless? Of course, it is useless! By the time it arrives it will represent £30,000 worth of obsolescence. What has the Air Force been doing during these past five years or so to encourage the cause of flying in New Zealand? The dwellers on the plains occasionally see, as it were, attempts to play quoits with the cathedral spire, but otherwise they are too blase to look up when the familiar buzz is heard.
Training A Pilot
From the report already quoted, the retrograde movement as regards the upkeep of 'planes can be appreciated. Then there are the courses for the territorial branch of the corps. Those who attended averaged 16½ hours' flying. That sounds all right if you say it quickly. Of the 101 members of the Air Force m New Zealand, 34 attended the course and did 16½ hours' flying in the year. An Air Force pilot at Home does 48 hours a month. Would any average man who can drive a motor-car feel confident to drive on 16½ hours per annum — all taken at one sitting?
And how about the missing 67? They cannot be blamed. The amount of flying they would be able to do does not maintain their confidence; they cannot spare time from their business to risk their necks. They were devil-may-care young fellows when the war was on and they learnt to fly, but now they grow older every day and they have taken on responsibilities; they have their wives and families to think of.
It would have been natural to expect that pilots would, at least, be in the process of being trained, that the services of the older men in an instructional capacity would have been made use of, and that as regards personnel — if not material — some attempt at keeping pace with the times would have been made. Not a bit of it!
Always An Excuse
One mechanic has been taught to fly and a number — a mere handful — of civilians who have paid their way have been through the ropes. A splendid achievement for a young and prosperous country! With crocodilian tears the general's report bewails the fact. The general knows all about it. He says: "The position indicates the urgent necessity for instituting ab initio instruction for trainees." The urgency of this necessity for new blood among the pilots is further stressed when the estimates are examined. It is not mentioned. The urgent necessity has apparently been shelved for another year. Now, it must be admitted that something useful has been done in the way of aerial surveys, even though some engineers of public bodies will say that it is a shocking and unnecessary waste of money.
Some of the work, too, such as the photographing of the Waimakiriri, has not yet been completed — after a year or more. But this work, however useful, is not primarily the work of the Flying Corps, which is a military organization, ab initio, to use General Young's favorite expression, and the report says that 20½ hours' flying operation with other arms. Several Territorial officers have wondered when this took place. The artillery didn't see them; neither did the infantry. There was one parade of cadets arranged specially for the purpose of allowing certain officers the opportunity of seeing what infantry looked like on the ground, but the cadets were early or the 'planes were late — or the wind was wrong. There was some excuse. The other branches of the service say there always is when they want the assistance of the New Zealand Flying Corps. The Flying Corps comprises five officers and fourteen other ranks. The head man, the Director of Flying Services, sits in a comfortable office m Wellington, twiddling his thumbs and trying to find something to do next between the petty annoyances that come along to disturb the serenity of that secluded spot.
The Director, Major T. Wilkes, M.C., must be a very valuable officer from the kindly way in which the department treats him. Recently he was promoted to the exalted rank he now holds. But the Defence Department should state why his promotion was ante-dated eighteen months. He was granted temporary rank of major to date from January 31, 1926; his substantive rank was granted as from February 20, 1927, and the date of the General Order (Gazette 46/ 27) which conveyed this agreeable information to the major was August 1, 1927.
The effects are these:
(1) Difference in rate of pay as a captain (£485) and that of a major (£515) for 18 months, £45.
(2) Immediate rise in pay at the rate of £30 per annum.
(3) After two years' service as a major, would be eligible under the regulations for a further rise of £50. For this purpose temporary rank counts as permanent rank, so that six months after his rise of £30 and his bonus of £45, he gets another rise of £50.
That's the way the money goes. There is one last question that is easily answered. What has the Government done to justify its expenditure of £35,000 or so every year on aviation? NOTHING (ab initio ad finetem). Yet another phase. One fine morning - in the not very distant future — by all signs and portents — New Zealanders will awaken to read in their morning papers that an Australian aviator has flown the Tasman Sea and landed here in time for bacon and eggs and a cup of hot coffee.
With the inconsistency of human nature, New Zealanders, who for several years past have been asked to support such an attempt, will feel somewhat grieved that the honor and glory of an achievement of this sort should have been snatched from their grasp. So far, however, about all that has been achieved in the Dominion in the way of aviation is a half-pie air force of obsolete machines — and nothing at all has been attempted so far as commercial aviation is concerned. Certainly there has been abundance of talk indulged in, mainly because this commodity costs nothing.
Where Money Goes
The Government's aerodrome site at Hobsonville, Auckland, which cost £79,000, is still a site — and that is about all that can be said . of this phase of New Zealand's aerial defences is plainly one of wait and see, despite the ever-growing importance attached to aerial defence in the future — a branch of defence to which the powers of the world are giving considerable attention — it is not surprising to find commercial aviation as yet a thing unborn m the Dominion.
There must be something to be learned by a flight across the Tasman Sea which will be of vital importance to both branches of aviation — i.e., defence and commercial. The position to-day regarding the Tasman Sea project is about as unsatisfactory as it can be in the opinion of the little band of enthusiasts who have for years fought hard in the interests of aviation. The stumbling-block is lack of finance, and it certainly looks as though this would be difficult to surmount. The group of Auckland business men who recently formed themselves into a committee for the purpose of securing sufficient finance to enable the flight to be carried out by Captain George Bolt, Aynsley Brockett and H. J. Wilson, are to be commended for their interest, even though it be somewhat belated.
Across the Tasman
So far the only success — if it can be called success — with which this committee has met, has been the New Zealand Government's promise to purchase the 'plane after the attempt at four-fifths of its original cost, provided that it is still serviceable. The committee is no nearer the attainment of its object, as the cost of a suitable machine is estimated at £8950 and so far this sum has not been obtained.
There is nothing particularly generous or even enterprising about the Government's agreement to take over the 'plane after the flight on these conditions. Since the machine would be modern in every respect, it could only be regarded as an acquisition and could be utilised for commercial purposes. In other words, with a parsimony which is somewhat contemptible, the New Zealand Government says to those New Zealanders who are carrying out an undertaking which rightly should be the work of the State: "Go ahead; if you succeed we will obtain a costly machine rather cheaply."
Australia First?
There seems little likelihood of sufficient funds being obtained to permit of the venture being undertaken before some enterprising group of Australians make the attempt — probably with success. Undoubtedly what is lacking is cooperative organisation throughout the Dominion. Such an undertaking can only be regarded as a national venture, and the root of the trouble which at present is being experienced in securing sufficient financial backing is due entirely to the parochial spirit that is being displayed.
In the opinion of "N.Z. Truth," the Auckland committee, set up to further the project, is wrong in its determination to confine its efforts solely to the northern city. The appeal for assistance should be Dominion-wide. Anyway, surely those people of New Zealand who are in a position to afford the money have enough sporting blood in their veins to put up the cash for such an object.
paperspast.natlib.govt.nz/newspapers/nz-truth/1927/9/22/1
OUR AIR FORCE — A KEYSTONE COMEDY
How Somnolent Defence Department Has Thrown Away Taxpayers' Money
VERY LITTLE ATTEMPTED — AND NOTHING DONE
A PLEASANT life, forsooth, but one cannot blame the officers and men of the New Zealand Flying Corps. They are, at least, willing to make themselves useful if a supine department would only allow them to do so. For nearly ten years now — since the war — flying in New Zealand has languished. In spite of the interest and money that have been lavished by public-spirited men, the position grows steadily worse.
The report of the Commandant, General Young, though couched in most glowing language, only reveals the stagnation of the past and worse that is to come. He says:
To all intents and purposes our air fleet now consists of five Avros (ab initio training aircraft) and five Bristol fighters (Army co-operation aircraft), indicating a retrograde movement as far as the number of available aircraft is concerned.
The Missing 67
In discussing the future programme, he mentions a suggested programme involving under £35,000 until 1930-1932, when the purchase of a flying-boat brings the expenditure up to £50,000, for two years. The efficiency and originality of the suggested programme is more easily the past few years — in round figures — is the same old sum of £35,000. So we drift along in comfort and somnolence for two more years, when the taxpayers are to be asked to add a further £30,000 (two years at £15,000), so that the five officers and fourteen men of the New Zealand Flying Corps may have another bit of useless junk from which to keep the moths away.
Useless? Of course, it is useless! By the time it arrives it will represent £30,000 worth of obsolescence. What has the Air Force been doing during these past five years or so to encourage the cause of flying in New Zealand? The dwellers on the plains occasionally see, as it were, attempts to play quoits with the cathedral spire, but otherwise they are too blase to look up when the familiar buzz is heard.
Training A Pilot
From the report already quoted, the retrograde movement as regards the upkeep of 'planes can be appreciated. Then there are the courses for the territorial branch of the corps. Those who attended averaged 16½ hours' flying. That sounds all right if you say it quickly. Of the 101 members of the Air Force m New Zealand, 34 attended the course and did 16½ hours' flying in the year. An Air Force pilot at Home does 48 hours a month. Would any average man who can drive a motor-car feel confident to drive on 16½ hours per annum — all taken at one sitting?
And how about the missing 67? They cannot be blamed. The amount of flying they would be able to do does not maintain their confidence; they cannot spare time from their business to risk their necks. They were devil-may-care young fellows when the war was on and they learnt to fly, but now they grow older every day and they have taken on responsibilities; they have their wives and families to think of.
It would have been natural to expect that pilots would, at least, be in the process of being trained, that the services of the older men in an instructional capacity would have been made use of, and that as regards personnel — if not material — some attempt at keeping pace with the times would have been made. Not a bit of it!
Always An Excuse
One mechanic has been taught to fly and a number — a mere handful — of civilians who have paid their way have been through the ropes. A splendid achievement for a young and prosperous country! With crocodilian tears the general's report bewails the fact. The general knows all about it. He says: "The position indicates the urgent necessity for instituting ab initio instruction for trainees." The urgency of this necessity for new blood among the pilots is further stressed when the estimates are examined. It is not mentioned. The urgent necessity has apparently been shelved for another year. Now, it must be admitted that something useful has been done in the way of aerial surveys, even though some engineers of public bodies will say that it is a shocking and unnecessary waste of money.
Some of the work, too, such as the photographing of the Waimakiriri, has not yet been completed — after a year or more. But this work, however useful, is not primarily the work of the Flying Corps, which is a military organization, ab initio, to use General Young's favorite expression, and the report says that 20½ hours' flying operation with other arms. Several Territorial officers have wondered when this took place. The artillery didn't see them; neither did the infantry. There was one parade of cadets arranged specially for the purpose of allowing certain officers the opportunity of seeing what infantry looked like on the ground, but the cadets were early or the 'planes were late — or the wind was wrong. There was some excuse. The other branches of the service say there always is when they want the assistance of the New Zealand Flying Corps. The Flying Corps comprises five officers and fourteen other ranks. The head man, the Director of Flying Services, sits in a comfortable office m Wellington, twiddling his thumbs and trying to find something to do next between the petty annoyances that come along to disturb the serenity of that secluded spot.
The Director, Major T. Wilkes, M.C., must be a very valuable officer from the kindly way in which the department treats him. Recently he was promoted to the exalted rank he now holds. But the Defence Department should state why his promotion was ante-dated eighteen months. He was granted temporary rank of major to date from January 31, 1926; his substantive rank was granted as from February 20, 1927, and the date of the General Order (Gazette 46/ 27) which conveyed this agreeable information to the major was August 1, 1927.
The effects are these:
(1) Difference in rate of pay as a captain (£485) and that of a major (£515) for 18 months, £45.
(2) Immediate rise in pay at the rate of £30 per annum.
(3) After two years' service as a major, would be eligible under the regulations for a further rise of £50. For this purpose temporary rank counts as permanent rank, so that six months after his rise of £30 and his bonus of £45, he gets another rise of £50.
That's the way the money goes. There is one last question that is easily answered. What has the Government done to justify its expenditure of £35,000 or so every year on aviation? NOTHING (ab initio ad finetem). Yet another phase. One fine morning - in the not very distant future — by all signs and portents — New Zealanders will awaken to read in their morning papers that an Australian aviator has flown the Tasman Sea and landed here in time for bacon and eggs and a cup of hot coffee.
With the inconsistency of human nature, New Zealanders, who for several years past have been asked to support such an attempt, will feel somewhat grieved that the honor and glory of an achievement of this sort should have been snatched from their grasp. So far, however, about all that has been achieved in the Dominion in the way of aviation is a half-pie air force of obsolete machines — and nothing at all has been attempted so far as commercial aviation is concerned. Certainly there has been abundance of talk indulged in, mainly because this commodity costs nothing.
Where Money Goes
The Government's aerodrome site at Hobsonville, Auckland, which cost £79,000, is still a site — and that is about all that can be said . of this phase of New Zealand's aerial defences is plainly one of wait and see, despite the ever-growing importance attached to aerial defence in the future — a branch of defence to which the powers of the world are giving considerable attention — it is not surprising to find commercial aviation as yet a thing unborn m the Dominion.
There must be something to be learned by a flight across the Tasman Sea which will be of vital importance to both branches of aviation — i.e., defence and commercial. The position to-day regarding the Tasman Sea project is about as unsatisfactory as it can be in the opinion of the little band of enthusiasts who have for years fought hard in the interests of aviation. The stumbling-block is lack of finance, and it certainly looks as though this would be difficult to surmount. The group of Auckland business men who recently formed themselves into a committee for the purpose of securing sufficient finance to enable the flight to be carried out by Captain George Bolt, Aynsley Brockett and H. J. Wilson, are to be commended for their interest, even though it be somewhat belated.
Across the Tasman
So far the only success — if it can be called success — with which this committee has met, has been the New Zealand Government's promise to purchase the 'plane after the attempt at four-fifths of its original cost, provided that it is still serviceable. The committee is no nearer the attainment of its object, as the cost of a suitable machine is estimated at £8950 and so far this sum has not been obtained.
There is nothing particularly generous or even enterprising about the Government's agreement to take over the 'plane after the flight on these conditions. Since the machine would be modern in every respect, it could only be regarded as an acquisition and could be utilised for commercial purposes. In other words, with a parsimony which is somewhat contemptible, the New Zealand Government says to those New Zealanders who are carrying out an undertaking which rightly should be the work of the State: "Go ahead; if you succeed we will obtain a costly machine rather cheaply."
Australia First?
There seems little likelihood of sufficient funds being obtained to permit of the venture being undertaken before some enterprising group of Australians make the attempt — probably with success. Undoubtedly what is lacking is cooperative organisation throughout the Dominion. Such an undertaking can only be regarded as a national venture, and the root of the trouble which at present is being experienced in securing sufficient financial backing is due entirely to the parochial spirit that is being displayed.
In the opinion of "N.Z. Truth," the Auckland committee, set up to further the project, is wrong in its determination to confine its efforts solely to the northern city. The appeal for assistance should be Dominion-wide. Anyway, surely those people of New Zealand who are in a position to afford the money have enough sporting blood in their veins to put up the cash for such an object.
paperspast.natlib.govt.nz/newspapers/nz-truth/1927/9/22/1
