RNZAF Test Pilots

[Dave Homewood]

Thanks Errol.

[Dave Homewood]

Not a wartime RNZAF test pilot, but here is a Kiwi test pilot who went through the Empire Test Pilot's School.

N.Z. HELICOPTER TEST PILOT

Career Of Mr R. Gellatly

[From the London Correspondent of ’The Press*’] LONDON.

Squadron Leader Ronald Gellatly, who this week successfully test flew the world's first vertical take-off airliner from White Waltham airfield near Maidenhead, is a New Zealander with a remarkable record of flying. All the test flying of this revolutionary type of aircraft, the Fairey Rotodyne, will be done by Mr Gellatly. He is the Fairey Aviation Company's senior rotary-wing test pilot.

The Rotodyne can carry 48 passengers, ascend vertically as a helicopter and then fly off horizontally as a normal airliner at a speed of nearly 200 miles an hour. 

Aged 36, Mr Gellatly was born in Dunedin and is the son of Captain and Mrs P. W. Gellatly who are now living in Nelson. Educated at Nelson College and Auckland University College, he joined the Royal New Zealand Air Force in February, 1940. and after flight training in New Zealand and Canada served on 77 bomber operations in North Africa the Mediterranean, Italy and other European theatres during the war. He returned to New Zealand in September, 1945, but six months later returned to Britain and joined the R.A.F. on a permanent commission.

After completing a course at the Empire Test Pilots School at Farnborough in February, 1950, he joined the aircraft experimental establishment at Boscombe Down where he gained considerable experience in flying helicopters.

Rescue Work
In times of disaster and floods in Britain he flew helicopters on rescue operations, and during the floods in Holland in February, 1953, he was active in rescue work. The next month in Germany he was pilot to the Duke of Edinburgh on his first flight in a helicopter. Later that year he made a tour of the helicopter industry in the United States.

On leaving Boscombe Down in May, 1954, he spent a year at the R.A.F. staff college at Andover He resigned his commission in April, 1955, to join the Fairey Company as senior helicopter test pilot. Up to that time he had flown many Cabinet Ministers, service chiefs and other important persons in helicopters. Altogether he has flown 57 different types of aircraft and is one of the most experienced helicopter pilots in Britain.

Mr Gellatly is council member of the Helicopter Association and chairman of its pilot’s committee. In September, 1956, he was awarded the first Alan Marsh memorial medal by Lord Brabazon for outstanding achievements as a helicopter pilot. He received the Air Force Cross in 1954. Mr Gellatly, who is married with one son, lives at Maidenhead. He has no plans for returning to New Zealand at present and proposes “seeing through" the Rotodyne project.

PRESS, 18 NOVEMBER 1957

[Dave Homewood]

Is this correct that Frank Murphy was the first New Zealand to achieve and pass Mach 1?

N.Z. PILOT BREAKS SOUND BARRIER

Flight In Hawker Hunter

(Rec. 11.45 p.m.) LONDON, May 11.

Mr Frank Murphy, formerly of Wellington, and chief production test pilot of the Hawker Aircraft Company since 1949, is believed to be the first New Zealander to fly faster than sound. He is certainly the first New Zealander to do so in a British aircraft, but other New Zealand airmen may have flown at supersonic speed in American aircraft.

Mr Murphy was flying a Hawker Hunter prototype to gain experience in preparation tor the production testing of Hawkers, which are now about to come off the production lines. Previously this aircraft had been flown for the company only by Neville Duke, the chief test pilot of Hawker’s. “I took the Hunter up to about 40,000 feet and put it into a slight dive,” Mr Murphy said. “I flew it at slightly above Mach number one. As the aircraft flew smoothly at supersonic speed and then returned to subsonic speed again, it caused double explosions, though of course I didn't hear them in the cockpit. The Hunter is a very pleasant aircraft altogether and handles extremely well. It is one of the easiest aircraft to become acquainted with in first flights."

PRESS, 12 MAY 1953

[Dave Homewood]

I am guessing this is George Francis, AFC (NZ405226).

N.Z. PILOT ON R.A.F. TRIALS: VAMPIRE SOLIDLY TESTED

(P.A.) AUCKLAND, April 16.

Flight-Lieutenant G. Francis, A.F.C., of Hamilton, three weeks ago made one of the most outstanding flights in jet history—as pilot of the R.A.F. Vampire which flew 6000 miles from Singapore to Khartoum on a general-performance trial. The Vampire was in the Malayan area for humidity tests, and will now spend three months in the Sudan for dry-weather flying.

The New Zealand pilot has in the past 14 months flown jet aircraft on strenuous trials and demonstrations to most countries in the Pacific and Far East—the first time a jet-plane has flown extensively in this part of the world.

Taking off on March 13, the Vampire met storms and strong winds for most of the flight. The ground crew responsible for the jet’s maintenance flew ahead in a Dakota, servicing the plane at each landing-point. The Vampire went from Singapore to Rangoon, Calcutta, Delhi. Muripur, Jiwani, Sallala and Saudi Arabia, across the Red Sea and down to Khartoum.

At the end of the dry-heat trials the aircraft will be dismantled, crated and shipped to England, where it will be surveyed by aeronautical experts. Analysis of any effect which tropical conditions had on the aircraft can then be used in perfect production of the type of fighter already being ordered in big numbers by countries out to re-equip their air forces.

GISBORNE HERALD, 16 APRIL 1949

[Dave Homewood]

N.Z. PILOT TO TEST FLY

{From the London Correspondent of “The Press”} LONDON, May 23.

A New Zealand pilot, Osborne James Hawkins, has been appointed a test pilot of A. V. Roe, Ltd., the manufacturers of Britain's giant Vulcan bombers. He will be based at Woodford. Formerly he was a test pilot for the Gloster Aircraft Company and engaged on the development of Javelin aircraft. Now aged 34, Mr Hawkins joined the Royal New Zealand Air Force in 1942 and flew P-40s and Corsairs in the Pacific during the war. In 1951 he joined the R.A.F. serving in night fighters. He went later to the Empire Test Pilots' School.

[errolmartyn]

Oct 11, 2021 11:10:20 GMT 12 Dave Homewood said:

N.Z. PILOT TO TEST FLY

{From the London Correspondent of “The Press”} LONDON, May 23.

A New Zealand pilot, Osborne James Hawkins, has been appointed a test pilot of A. V. Roe, Ltd., the manufacturers of Britain's giant Vulcan bombers. He will be based at Woodford. Formerly he was a test pilot for the Gloster Aircraft Company and engaged on the development of Javelin aircraft. Now aged 34, Mr Hawkins joined the Royal New Zealand Air Force in 1942 and flew P-40s and Corsairs in the Pacific during the war. In 1951 he joined the R.A.F. serving in night fighters. He went later to the Empire Test Pilots' School.

And the year was 1955?
Errol

[Dave Homewood]

Sorry I omitted the date. 1958.
paperspast.natlib.govt.nz/newspapers/CHP19580531.2.81

[Dave Homewood]

One heck of an amazing test pilot who was a Kiwi, and though not RNZAF he'd served in the NZAF(T) before joining the RAF, was George Ernest Watt. He was extremely important in the development of the g-suit, and jet engines, and turboprops. Check out the articles here:

rnzaf.proboards.com/thread/27839/wartime-kiwi-jet-pilots?

[Dave Homewood]

I have added Sidney Stewart Obery to the list of Rukuhia Test Pilots on the front page. I have just learned he spent the last 15 months of the war as a senior test pilot at Rukuhia.

[Dave Homewood]

Harold Piper is on the Kiwis in the RAF Test Pilot list. I just happened upon his obituary from the PRESS, dated 29 June 1965, which gives some details:

Obituary
Pioneer N.Z. Airman, Mr H. L. Piper

A pioneer New Zealand airman, Mr Harold Lord Piper, died in Christchurch yesterday at the age of 66. With Air Vice-Marshal C. E Kay, who was to become Chief of the New Zealand Air Staff but who was then a fellow flight lieutenant in the Royal Air Force, Mr Piper flew from England to Sydney in 1930. Their flight, the eighth over the route, was the first to be made by New Zealanders. In a single-engined Desoutter monoplane, they made the trip in six weeks and were dogged with bad luck.

Mr Piper began flying with the Canterbury Aero Club as a young man. His career ended when he was nearing 60, but still flying top-dressing planes. He was born at Duvauchelle and educated at Christ’s College and Waitaki Boys’ High School. He worked for a few years on the family farm, “Peraki,” at Duvauchelle; but flying claimed much of his spare time. The rest of it was given over to a quest for speed on a motor-cycle, and he was a noted performer on the old Plumpton Park track.

In 1926 Mr Piper gained a short service commission with the Royal Air Force and went to Britain. There he became friendly with Air Marshal Kay and together they planned the flight to Sydney. Mr Piper returned to England and went into commercial flying, being an instructor with the aero club at Gravesend for a while before joining Short Brothers and Harland as a test pilot about 1933. He remained with them until 1947 and was chief pilot. During the Second World War he flew all kinds of aircraft. They included Spitfires, Hurricanes, Lincolns, Lancasters, Halifaxes, Constellations, Fortresses, Blenheims. Fulmars, Walrus amphibians and Sunderland and Catalina flying-boats. His duties involved prototype, production and performance tests for his company and for the Air Ministry.

Before the war Mr Piper was in the news as one of the pilots when the first “pick-a-back” aircraft, the Mayo-Mercury, was tested. He flew the top seaplane which took off from an Empire-type flying-boat in flight. Shortly after his. retirement as a test pilot he returned to New Zealand and stayed here until 1959, flying topdressing aircraft. He went to Australia to live, but returned to Christchurch about two months ago. Mr Piper is survived by his wife and a daughter, who is in England.

[davidd]

In the above post on H L Piper, at end of second paragraph, is mention of "the old Plumpton Park track". This was an oval horse racetrack which was eventually incorporated into the expanding Wigram aerodrome, probably in the 1930s; I'm guessing Errol M will know the approx. date.
David D

[Dave Homewood]

Who would the test pilot have been at the Aircraft Assembly Unit at Hobsonville, whose signature looks like F/O D.A. Chanale? He did the initial test flight of Bevan Dewes' Harvard NZ1044 on the 8th of October 1943 after it was assembled in New Zealand. I would very much like to get his full name, and confirm the spelling of his surname, please.

[Dave Homewood]

Anyone?

[davidd]

I have a (not necessarilly) complete list of test pilots known to have been on strength of Hobsonville from about 1939 to 1945, but NOBODY with initials D A and likewise NO ONE with family name looking like "Chanale" I'm afraid.

[davidd]

Just realized, could this pilot have been F/O H A ("Pop") Mullins (I know this is a bit of a stretch), who was at Hobsonville at about this time as test pilot? Checking again, he was only there in February and March of 1944, so probably not. Immediately after this, he was posted to Espiritu Santo for testing of F4Us which were being assembled there. Another test pilot at Hobsonville at this time (in fact he was the senior test pilot for this period) was F/L J R ("Jack") Day, October 1943 to December 1944. So far as I know, only other test pilot at Hobsonville during this time was P/O R W MacMillan, June 1943 to March 1944, when he was also posted to Espiritu Santo for testing newly assembled Corsairs.

[Dave Homewood]

From the history timeline that Bevan and I have been compiling on NZ1044 (which is now 23 pages long), the flights from the Aircraft Assembly Unit were as follows (some of the names are not clearly written).

8th Oct 1943 NZ1044 was test flown by F/O D.A. Chanale (sp?), 3 hours 10 mins

8th Oct 1943 F/Lt John Butcher took NZ1044 on a Test Flight, 1 hour 5 mins

8th Oct 1943 F/O Roderick MacMillan flew NZ1044 from Hobsonville-Waipapakauri, 55 mins

8th Oct 1943 F/O Roderick MacMillan flew NZ1044 with S/Ldr Roy Morphy from Waipapakauri-
Hobsonville, 1 hour 10 mins

21st Oct 1943 NZ1044 was ferried from Hobsonville to Ohakea by R. Jones?, 2 hours

I have asked Bevan to get a photo of the name, and when I get it I will post it here.

[angelsonefive]

Flt-Sgt Kenneth McGowan RNZAF killed in the take-off crash of Corsair Buno. 57754 of ABU-1 US Navy on 13/12/1944. Location Momote Airfield, Los Negros, Admiralty Islands.
I believe this was a test flight.

[davidd]

Yes, believe the purpose of which was to test the engine as well handling with large fuel tanks (and also testing of switching the tanks as well). The drop tanks fitted for this flight were the very large ones. I think all pilots on this ferry flight would have similarly tested their own aircraft, which were required to be flown to the Philippines on orders of the (American) theatre commander. According to the accident report (25/2/1984) this F4U (call sign painted on aircraft was "754") was a combat ready aircraft already test-flown by Ensign Carlin, USNR on 28/11/44, "and from that day till 13th December the aircraft was given a daily flight check, engine tested, all tanks tested and inspected for flight worthy condition." The eight aircraft concerned were to be ferried to Leyte. Flight Lieutenant A M (Max) Davis, one of 23 Squadron's flight commanders, also flight tested most of the eight aircraft next day before handing them over to the ferry pilots. "The first four aircraft assigned to 23 Squadron were tested by an American test pilot. The 23 Squadron pilots decided to test the aircraft out themselves, more particularly as long range fuel tanks had been fitted since the previous test flight" (as none of these pilots had flown a Corsair with that much load, although they had flown with 1,000 lb bombs on operations). All aircraft were fitted with three (belly) fuel tanks, which contained 165 gallons in each outboard tank, and approximately 50 gallons in centre tank, plus 230 gallons in main fuselage tank (including reserve) to give total of approximately 610 gallons (these all believed to be US gallons). Note that these later Corsairs were NOT fitted with the leading edge outer panel tanks as these had been abandoned following continuous leaking on earlier aircraft. Although the pilot of this aircraft was warned by the American crew chief (who had just started the engine) that the engine was not as yet up to normal operating temperature, and had therefore not had a full-power check, McGowan apparently ignored, or did not hear this advice, and took off almost immediately, although he had requested and received take-off clearance. "The tower operator watched the aircraft become airborne opposite the tower in a normal manner, then seemed to lose flying speed when 3 - 400 yards past tower, drifted to the left whilst slowly dropping the left wing, then eventually striking the left-hand verge (embankment) of the strip and cartwheeling off the SE end of the strip. The aircraft ended up on its back, and exploded into flames immediately, being completely destroyed.

"It was noted that Momote strip had a prominent "hump" over its length, and pilots reported that they often felt they were airborne when they reached the crest, an illusion caused by the falling away of the view of the strip when the "hump" is reached. The enquiry was not very impresed with McGowan's performance leading up to the accident, quoting several ommissions or failures to adhere to normal starting and engine handling procedures as well as his failure to sign the US Navy equivalent of the aircraft Servicing Form (RNZAF Form 700), nor warming up engine and carrying out a full-power check. However it was noted that it appeared that the engine did NOT fail on take off despite the visual evidence of the only "reliable witness" to the accident, the US Navy tower operator.

[Dave Homewood]

There is a difference between being a dedicated Test Pilot, and a pilot on routine a test flight. I am guessing McGowan was the latter.

[davidd]

Quite right Dave H. Any military pilot can be requested or ordered to test a standard-type aircraft, usually of a type they were already familiar with.