Post by camtech on May 5, 2009 10:15:59 GMT 12
Finally got round to posting the logbook info on this unusual aircraft.
THE SAUNDERS-ROE A7 CUTTY SARK
Recently, during cataloguing of the Leo White Collection, we discovered the logbook of the NZ Permanent Air Force Cutty Sark, and, after perusing its contents, I decided to reproduce the relevant portions of the log for publication in the Journal. It is not intended to give a complete history of the aircraft here, but rather a summary of information contained in the log book, the original Certificate of Airworthiness and the Civil Aircraft Inspection Record.
The Inspection Record displays the following basic information:
Type of Aircraft: Cutty Sark
Markings: L3
Type Series: Saro 17
Constructor's Number: 3
Place of Construction: Cowes
Wing Span: 45 ft 0 ins
Wing Area: 320 sq ft
Length: 34 ft 11 ins
Height of Aircraft w/o trolley: 11 ft 3 ins
Height of Aircraft with trolley: 12 ft 0 ins
Engines: 2 Cirrus Hermes, developing 104 hp at 1,900 rpm
Max. Permissible RPM: 2,100
2 Fuel Tanks of 25 gallons each in the wing
Final.assembly and ground checks were carried out on 3 March 1930 before the aircraft took to the air for the first time shortly after 3 pm on the same day. The pilot (Flt Lt S D Scott, RAF), recorded the following data: All up weight - 3 093 lb. Take off time: 10 secs. Climb to 600 ft - 1 minute. Landing speed - 45 knots. General behaviour of aircraft: Excellent. This flight lasted approximately 20 minutes. Final inspection approval was granted on 10 March 1930.
The Certificate of Airworthiness (N4 2444) lists the owner as Saunders-Roe Ltd, East Cowes, Isle of Wight. The aircraft description includes:
Type: Saunders-Roe "Cutty Sark"
Series: Saro 17
Constructor's Number: 3
Max. number of persons to
be carried (including crew): 4
The aircraft was classified in the Normal Category for Public Transport of Passengers, Mail and Goods and for Private Use.
There is one interesting section included in the Compulsory Conditions: Section 39(b) states: "The Aircraft may be used only for straight flying, i.e. it is precluded from any evolution which might cause abrupt variations in the height or altitude of the machine". In other words, aerobatics were strictly forbidden. The C of A was issued on 18 March 1930 and was valid for one year. A photograph attached to the C of A depicts a Cutty Sark at Cowes with the registration G-AAIP retouched so as to be almost invisible.
The main document of interest is the Log Book. Once again the registration mark is quoted as M/C L3 (M/C apparently stands for machine.), but it now shows a serial number 32/1611. This latter is the hull serial number.
Before it came to New Zealand L3 made four flights, including the first test flight, between 3 and 8 March 1930, totalling 1 hr 50 min flying time. The Cutty Sark was then dismantled, packed and despatched to New Zealand on 14 March 1930 on board RMS RATAROA. On 10 May the aircraft was collected from the vessel at Auckland, towed to Hobsonville by barge, unpacked and stored in the seaplane hangar. The Cutty Sark was assembled between 16 and 28 May and some damage to the top planking of the wing was repaired.
L3 made her first flight in New Zealand at 10 am on 14 June 1930, with Squadron Leader L M Isitt at the controls and LAC Mayhill as a passenger. This test flight lasted 30 minutes, and a further trial was made on the 18th to test the self-starters.
The first task for the aircraft was a flight to Kawau to collect Lt Jessel, a Naval officer and return him to HMS DUNEDIN. This flight, made by Sqn Ldr Isitt, took place on 19 June. Several "practice" flights were made before two photographic sorties were undertaken on 30 July. Slight damage was sustained on 3 August which resulted in the starboard engine being replaced. In addition a buckled bulkhead and the top of the leading edge on the starboard side were repaired.
A search for a launch missing in the Hauraki Gulf took place on 10 August. Several artillery officers were given flights on the 20th and three days later Wing Commander S Grant-Dalton was flown to Whangarei and back. Two days after that, Wing Commander Grant-Dalton was flown to New Plymouth. A slight accident occurred here when the leading edge of the starboard wing was again damaged, and a temporary repair was made using aluminium sheet. Permanent repairs with 3-ply were carried out at Hobsonville after the aircraft returned on the 28th.
The Cutty Sark was tested on 3 October and then it flew to New Plymouth again, continuing on to Wellington where an hour's local flying was carried out the next day. A round trip to Nelson was made on the 5th, and L3 returned to Hobsonville via New Plymouth on the 8th. More local flying on 29 October ended up with a search for the Fairey IIIF 1134, which lasted an hour.
The aircraft did not fly again until 27 November, when some more artillery officers were given familiarisation flights. More flights for artillery officers on the 28th were curtailed when the starboard engine caught fire at the carburettor. After much procrastination the engines were finally removed for modification on 12 March 1931.
The modified engines were refitted on 16 July and the aircraft was test flown on the 28th.
The port fuel tank was found to be leaking on 1 September, and it was six weeks before L3 flew again. Nothing much of interest happened to the aircraft until April 1933, apart from a lot of time spent in the hangar undergoing repairs and modifications. The Governor-General and his ADC were taken for a flight lasting an hour and 45 minutes, the pilot being Sqn Ldr Isitt. Another period of relative inactivity lasted until April 1934, the passengers of note during this period including the Hon J G Coates and Lord Haig. Again a lot of time was spent repairing the aircraft.
The Governor-General and Lady Bledisloe were flown from Russell, Bay of Islands, to Hobsonville on 7 May 1934. While the aircraft was at Russell, Lord Bledisloe took some photographs of it, and also took more photographs from on board the Cutty Sark during the flight to Hobsonville. Several of these photographs appeared in the Weekly News shortly afterwards.
L3 was withdrawn from service on 1 June 1934 after having flown a grand total of 92 hr 10 min. and was given an extensive overhaul. It was test flown on 13 and 14 November 1934, and was more frequently in the air than previously until the end of March 1935 when the engines were removed for top overhaul. After returning to service early in May l935 the Cutty Sark was flown more regularly, but continued to spend a considerable amount of time undergoing repairs and maintenance. L3 spent much of her time engaged on naval co-operation flights in the Hauraki Gulf, photographic sorties and flying practice. A navigation exercise to Tauranga was carried out on 20 August.
A new tail plane had to be fitted following that flight, and further repairs were also carried out. Less than two hours flying was completed before the aircraft was out of service for a further two months. Following completion of these latest repairs, (20 November 1935) the aircraft enjoyed a period of relative serviceability punctuated only with minor repairs and regular servicings. During this period flights were made to Thames, Bay of Islands, Tauranga besides frequent trips to Motutapu, Great Barrier Island and around the Hauraki Gulf on Naval co-operation exercises.
On 23 November 1936 Flying Officer R J Cohen and two crew members flew to Motutapu on a mapping (photographic) sortie. This flight, which lasted 1-1/2 hours, was the last to be made by the Cutty Sark, as shortly afterwards the aircraft was stripped for an inspection. The last entry in the log reads: "It is considered that this airframe should undergo a Board of Survey forthwith". KR679 (King's Regulations) are quoted as the authority and the entry is signed by F/O Cohen (O.C.Seaplane Plight) and countersigned by S/L M W Buckley (O.C. RNZAF Base Auckland).
No further entries appear in the log book, and it therefore appears that the aircraft was considered to be beyond repair and was written off.
During its service career L3 was flown by the following pilots: Flt Lt S D Scott (RAF - test pilot), Sqn Ldr Isitt, Flt A S Wallingford, Fg Off R J Cohen, Sqn Ldr Banting and Fg Off F R Newell. Between its first and last flights (3 March 1930 to 23 November 1936) the aircraft logged a total of 221 hr 5 min.
As stated earlier, this article is purely a resume of information contained in the log book of the Cutty Sark. However, one point deserves further comment. In the Journal (Vol.2 pp 96-7 - September 1959) reference is made to a supposed engine change in 1934 from Hermes to Gipsy Majors. No mention is made of this in the log book but reference is made to engine modifications carried out after an engine fire in flight on 28 November 1930.
With reference to markings, it is apparent from photographs that the only markings carried were as follows:
White and blue roundels (displayed on each side of the aft fuselage and below both wings). Red, white and blue rudder striping. Identification markings L3 in black underneath the extreme wing tips only.
THE SAUNDERS-ROE A7 CUTTY SARK
Recently, during cataloguing of the Leo White Collection, we discovered the logbook of the NZ Permanent Air Force Cutty Sark, and, after perusing its contents, I decided to reproduce the relevant portions of the log for publication in the Journal. It is not intended to give a complete history of the aircraft here, but rather a summary of information contained in the log book, the original Certificate of Airworthiness and the Civil Aircraft Inspection Record.
The Inspection Record displays the following basic information:
Type of Aircraft: Cutty Sark
Markings: L3
Type Series: Saro 17
Constructor's Number: 3
Place of Construction: Cowes
Wing Span: 45 ft 0 ins
Wing Area: 320 sq ft
Length: 34 ft 11 ins
Height of Aircraft w/o trolley: 11 ft 3 ins
Height of Aircraft with trolley: 12 ft 0 ins
Engines: 2 Cirrus Hermes, developing 104 hp at 1,900 rpm
Max. Permissible RPM: 2,100
2 Fuel Tanks of 25 gallons each in the wing
Final.assembly and ground checks were carried out on 3 March 1930 before the aircraft took to the air for the first time shortly after 3 pm on the same day. The pilot (Flt Lt S D Scott, RAF), recorded the following data: All up weight - 3 093 lb. Take off time: 10 secs. Climb to 600 ft - 1 minute. Landing speed - 45 knots. General behaviour of aircraft: Excellent. This flight lasted approximately 20 minutes. Final inspection approval was granted on 10 March 1930.
The Certificate of Airworthiness (N4 2444) lists the owner as Saunders-Roe Ltd, East Cowes, Isle of Wight. The aircraft description includes:
Type: Saunders-Roe "Cutty Sark"
Series: Saro 17
Constructor's Number: 3
Max. number of persons to
be carried (including crew): 4
The aircraft was classified in the Normal Category for Public Transport of Passengers, Mail and Goods and for Private Use.
There is one interesting section included in the Compulsory Conditions: Section 39(b) states: "The Aircraft may be used only for straight flying, i.e. it is precluded from any evolution which might cause abrupt variations in the height or altitude of the machine". In other words, aerobatics were strictly forbidden. The C of A was issued on 18 March 1930 and was valid for one year. A photograph attached to the C of A depicts a Cutty Sark at Cowes with the registration G-AAIP retouched so as to be almost invisible.
The main document of interest is the Log Book. Once again the registration mark is quoted as M/C L3 (M/C apparently stands for machine.), but it now shows a serial number 32/1611. This latter is the hull serial number.
Before it came to New Zealand L3 made four flights, including the first test flight, between 3 and 8 March 1930, totalling 1 hr 50 min flying time. The Cutty Sark was then dismantled, packed and despatched to New Zealand on 14 March 1930 on board RMS RATAROA. On 10 May the aircraft was collected from the vessel at Auckland, towed to Hobsonville by barge, unpacked and stored in the seaplane hangar. The Cutty Sark was assembled between 16 and 28 May and some damage to the top planking of the wing was repaired.
L3 made her first flight in New Zealand at 10 am on 14 June 1930, with Squadron Leader L M Isitt at the controls and LAC Mayhill as a passenger. This test flight lasted 30 minutes, and a further trial was made on the 18th to test the self-starters.
The first task for the aircraft was a flight to Kawau to collect Lt Jessel, a Naval officer and return him to HMS DUNEDIN. This flight, made by Sqn Ldr Isitt, took place on 19 June. Several "practice" flights were made before two photographic sorties were undertaken on 30 July. Slight damage was sustained on 3 August which resulted in the starboard engine being replaced. In addition a buckled bulkhead and the top of the leading edge on the starboard side were repaired.
A search for a launch missing in the Hauraki Gulf took place on 10 August. Several artillery officers were given flights on the 20th and three days later Wing Commander S Grant-Dalton was flown to Whangarei and back. Two days after that, Wing Commander Grant-Dalton was flown to New Plymouth. A slight accident occurred here when the leading edge of the starboard wing was again damaged, and a temporary repair was made using aluminium sheet. Permanent repairs with 3-ply were carried out at Hobsonville after the aircraft returned on the 28th.
The Cutty Sark was tested on 3 October and then it flew to New Plymouth again, continuing on to Wellington where an hour's local flying was carried out the next day. A round trip to Nelson was made on the 5th, and L3 returned to Hobsonville via New Plymouth on the 8th. More local flying on 29 October ended up with a search for the Fairey IIIF 1134, which lasted an hour.
The aircraft did not fly again until 27 November, when some more artillery officers were given familiarisation flights. More flights for artillery officers on the 28th were curtailed when the starboard engine caught fire at the carburettor. After much procrastination the engines were finally removed for modification on 12 March 1931.
The modified engines were refitted on 16 July and the aircraft was test flown on the 28th.
The port fuel tank was found to be leaking on 1 September, and it was six weeks before L3 flew again. Nothing much of interest happened to the aircraft until April 1933, apart from a lot of time spent in the hangar undergoing repairs and modifications. The Governor-General and his ADC were taken for a flight lasting an hour and 45 minutes, the pilot being Sqn Ldr Isitt. Another period of relative inactivity lasted until April 1934, the passengers of note during this period including the Hon J G Coates and Lord Haig. Again a lot of time was spent repairing the aircraft.
The Governor-General and Lady Bledisloe were flown from Russell, Bay of Islands, to Hobsonville on 7 May 1934. While the aircraft was at Russell, Lord Bledisloe took some photographs of it, and also took more photographs from on board the Cutty Sark during the flight to Hobsonville. Several of these photographs appeared in the Weekly News shortly afterwards.
L3 was withdrawn from service on 1 June 1934 after having flown a grand total of 92 hr 10 min. and was given an extensive overhaul. It was test flown on 13 and 14 November 1934, and was more frequently in the air than previously until the end of March 1935 when the engines were removed for top overhaul. After returning to service early in May l935 the Cutty Sark was flown more regularly, but continued to spend a considerable amount of time undergoing repairs and maintenance. L3 spent much of her time engaged on naval co-operation flights in the Hauraki Gulf, photographic sorties and flying practice. A navigation exercise to Tauranga was carried out on 20 August.
A new tail plane had to be fitted following that flight, and further repairs were also carried out. Less than two hours flying was completed before the aircraft was out of service for a further two months. Following completion of these latest repairs, (20 November 1935) the aircraft enjoyed a period of relative serviceability punctuated only with minor repairs and regular servicings. During this period flights were made to Thames, Bay of Islands, Tauranga besides frequent trips to Motutapu, Great Barrier Island and around the Hauraki Gulf on Naval co-operation exercises.
On 23 November 1936 Flying Officer R J Cohen and two crew members flew to Motutapu on a mapping (photographic) sortie. This flight, which lasted 1-1/2 hours, was the last to be made by the Cutty Sark, as shortly afterwards the aircraft was stripped for an inspection. The last entry in the log reads: "It is considered that this airframe should undergo a Board of Survey forthwith". KR679 (King's Regulations) are quoted as the authority and the entry is signed by F/O Cohen (O.C.Seaplane Plight) and countersigned by S/L M W Buckley (O.C. RNZAF Base Auckland).
No further entries appear in the log book, and it therefore appears that the aircraft was considered to be beyond repair and was written off.
During its service career L3 was flown by the following pilots: Flt Lt S D Scott (RAF - test pilot), Sqn Ldr Isitt, Flt A S Wallingford, Fg Off R J Cohen, Sqn Ldr Banting and Fg Off F R Newell. Between its first and last flights (3 March 1930 to 23 November 1936) the aircraft logged a total of 221 hr 5 min.
As stated earlier, this article is purely a resume of information contained in the log book of the Cutty Sark. However, one point deserves further comment. In the Journal (Vol.2 pp 96-7 - September 1959) reference is made to a supposed engine change in 1934 from Hermes to Gipsy Majors. No mention is made of this in the log book but reference is made to engine modifications carried out after an engine fire in flight on 28 November 1930.
With reference to markings, it is apparent from photographs that the only markings carried were as follows:
White and blue roundels (displayed on each side of the aft fuselage and below both wings). Red, white and blue rudder striping. Identification markings L3 in black underneath the extreme wing tips only.
