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Post by davidd on Aug 9, 2020 11:03:32 GMT 12
The photograph of Mustang "23" with part of the checkers just showing is probably taken at Wigram, looking towards the Port Hills, but I stand to be corrected! If it IS at Wigram, the well-known hills where the Sugar Loaf TV tower was erected (quite a few years later) and the distinctive hill further to west, on top of which a stand of trees and what we referred to as "The Nunnery", must be hiding behind the bulk of the aircraft of the moment. David D
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Post by davidd on Aug 6, 2020 10:34:07 GMT 12
There were three types of "silver" dope used by the RNZAF in the 1950s, including the "traditional" one (which was rather heavy, but durable) for slower aircraft (and traditional fabric covered aircraft), and the "high-Speed" finish for the Mustangs and Vampires, although the "High-Speed" dope only became available in about mid-1950s. Vampires may have had the high speed finish applied by the factory in UK. Something else the Vampires and Mustangs had in common is that both had their laminar-flow wing surfaces "profiled" by having all irregularities filled in with a type of filler, and then templates were employed to check the surfaces for absolute aerodynamic perfection. Then a good scheme of doping was applied over this to provide a finish that was in theory as good as could be obtained with the traditional forms of construction (built up assemblies made from sheet metal - spars, ribs, stringers, etc.) However, with the passage of time, and vigorous flying, all this careful work would be undone, with the filler material shrinking and cracking, and should have been completely re-done, but I have my doubts that this was always done by the RNZAF. A document dating from around the mid-1950s states that they had located the special profile forms for the Vampires at Ohakea, but they had not been in use. In fact some were advocating that the wings should be stripped of all paint, etc., and flown in bare metal, although this was never attempted so far as I know. A third type of "silver" finish was also introduced, called "Light-weight" finish which was intended to reduce weight as much as possible, but was probably intended for all-metal aircraft (am pretty certain all but the first two Devons were delivered with this finish). I will have to get back to my boxed files and give a little more clarity on these different products, and their "DTD" numbers some time, although I think Paul may beat me to it! David D
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Post by davidd on Aug 4, 2020 9:26:23 GMT 12
Dave, that Hudson (NZ2045, June 1945, Gunnery Training School from memory) actually had an accumulation of winter ice on its wings which interfered with its flying qualities, which was the reason for a baulked take off, nothing wrong with engines. David D
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Post by davidd on Aug 3, 2020 15:21:09 GMT 12
I recall as a small kid looking (about 1960/61) at C.180 BWK, which was based at Amberley at the time (pilot Ken Eden), and could hardly believe that the hopper seemed to occupy practically the whole cabin. A slight exaggeration, but there did not seem to be much room for the pilot or passenger in front seats. All to do with the centre of gravity I guess. David D
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Post by davidd on Aug 3, 2020 15:16:26 GMT 12
Seems to be a fairly comprehensive list kiwined. However "Vildeebeast" should be spelled in the proper Afrikaans as Vildebeest, as used by the RAF (and RNZAF). Incidentally very few Vildebeests were used by 3 Squadron, just three in fact, and let's face it, for most purposes Vildebeest and Vincent aircraft were all but identical. There were more differences between various versions of the Vildebeest than there were between the Pegasus-powered Vildebeests and the standard Vincent. The RNZAF differentiated between the types when it suited them, but employed them more-or-less as interchangeable operationally. No. 3 Squadron also had a single Airspeed Oxford (NZ1345) on strength at Whenuapai alongside its Hudsons, between June and beginning of October 1942, at which point the squadron transferred overseas, to PDG (New Caledonia), Espiritu Santo, and thence to Henderson Field, Guadalcanal by late November 1942. Unfortunately I have never seen a photograph of that particular Oxford with 3 Sqdn, but it was almost certainly painted up in the camouflage of the time.
The three Vildebeests with 3 Sqdn were NZ111 (one of the original 12 aircraft delivered to NZ in 1935) plus NZ130 and 132 (both ex-RAF, arrived in NZ well after outbreak of the War). NZ111 in service at Harewood and Taieri from late August 1941 till about April 1942, when all the Vincents and Vildes were withdrawn. NZ130 and 132 were only on strength in period January till April 1942. A total of up to 18 or 19 Vincents were in service at Harewood/Taieri between late July 1941 and early May 1942, when the final 12 were allotted away, the squadron henceforth being entirely Hudson-equipped (apart from the sole Oxford).
David D
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Post by davidd on Aug 3, 2020 10:35:33 GMT 12
Just an observation, but it seems to me that the American armed forces may have ignored the International date line, in the interests of simplification of record keeping, so that all operations in the Pacific Ocean area were considered to have occurred on the same day regardless of the time zone. I have noticed that RNZAF accounts of operations usually differ from American equivalents by one day. First noticed this in the South Pacific Strike Command diaries, which included RNZAF squadrons for 1943 and 1944, which I have compared to relevant RNZAF squadron daily summaries. As NZ is located East of Greenwich, as are the Solomon Islands/Bismarcks, PNG, etc, we must have maintained the situation of always operating (on paper at least) one day AHEAD of the American forces, which I would have thought would have been a recipe for endless confusion. Does anybody else have anything to contribute on this apparently puzzling situation? Perhaps I am missing something here! I also considered possibility that the American summaries were completed the day following actual operations, but you would think that this would have been made very clear in the introductions. Actually I have just noticed that this is the case! Note that the heading states: "Day ending 0800 11 January 1945"! Certainly not the Empire's way of keeping diaries! Regardless of that, I am still enjoying the original crisp American style and pithy comments.
I am also experiencing a few difficulties in matching up some of the entries relating to the NZ Ventura operations. This seems to be a result of the original compiler of these summaries not always including the bases of the participating squadrons, and sometimes even omitting squadron identification altogether. The only NZ Ventura squadron operating from Emirau in January 1945 was No. 4, from 20th November 1944 through to 8th February 1945.
The NZ PV-1 Squadrons flying operations from Green Island during this period (January 1945) were No. 1., from 11th November 1944 till 4th January 1945, then No. 2 Squadron, 4th January till 14th March 1945. The "Beefsteak" searches mentioned in the above accounts as flown from Emirau were normally recorded by RNZAF as "TUV" searches, these being the letters identifying the adjacent Sectors they were responsible for.
David D
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Post by davidd on Aug 2, 2020 11:19:00 GMT 12
Enjoying these quite detailed daily accounts of activities over and around Bougainville, New Britain and New Ireland, quite a different style to the NZ narratives! Also very detailed geographic locations not normally seen in NZ accounts, the writer of these notes obviously had access to some very good local maps. David D
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Post by davidd on Aug 1, 2020 12:55:25 GMT 12
Definitely some fairly original use of the English language in there Dave! Do not understand why the Marine Corps PBJ's were referred to as "Sea Horses", unless it as an allusion to the squadron concerned. David D
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Post by davidd on Jul 31, 2020 17:39:07 GMT 12
This aircraft never arrived in NZ, although I have no idea why this flight did not eventuate - perhaps you will soon come across the explanation in those newspapers Dave H! Incidentally the un-named journalist who penned this brief article seems to have fallen foul of S/L Newman's nick-name. His full name was Kosuth John Newman,"Kos" for short. He was well-known here in NZ in 1942 as a test pilot, both at Harewood, and Hobsonville, taking up Hudsons and Kittyhawks alike for their first test flights in New Zealand before he travelled to the Northern hemisphere where he met with fame if not fortune. He was killed in a motor vehicle accident in NZ, in (I think) the 1960s. I also seem to recall that his log books are floating about somewhere - I have information taken from them, although sadly not about that Mosquito story. David D
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Post by davidd on Jul 20, 2020 11:28:24 GMT 12
Yes, I enjoyed that! If things re the corovirus are not totally worked out within 6 months to a year (unlikely?), then the future of many of these giants may not be "up in the air" much longer. Incidentally I am at last getting used to the curves and nuances of the A380, and can appreciate it is virtues more fully now than when it was first introduced. David D
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Post by davidd on Jul 20, 2020 11:06:57 GMT 12
The removal of spats from Vildes/Vincents in NZ was sometimes commented on in reminiscences, and occasionally alluded to in RNZAF files. Primarily it was to do with frequent "clogging up" of the spats with sticky mud (and perhaps grass clippings), usually during winter and spring, which if left too long might result in so much unwanted friction that the aircraft might eventually go over on its nose. However I have never actually read that this ever happened for real in NZ, but it is quite possible that some pilots felt the increasing drag on the mainwheels and became afraid that it just MIGHT happen. Quite frankly I do not know why these rather elaborate pieces of metalwork were ever conceived in the first place, as any perceived increase in cruising speed would likely have been of microscopic proportions. I have also read of other aircraft fitted with spats suffering similar problems so it would seem that this problem was not unknown throughout the world aviation scene, to pilots, other occupants, and technical staff. And not quite the same thing, but I once saw a (spatted) Pitts Special being taxied along by an unusually unobservant pilot (think he was one of a syndicate) with half flat tyres. A friend of mine managed to attract the pilot's attention, and pointed out the problem, which seemed to surprise the pilot somewhat. Had he continued unchecked, he might have found his take-off unusually sluggish, with an unexpected tendency to lift the tail. David D
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Post by davidd on Jul 16, 2020 16:19:17 GMT 12
Bloody hell, that was a pretty rough voyage! Eventually I realized that the "glasses" referred to fairly early in the article were what we would call binoculars. David D
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Post by davidd on Jul 16, 2020 16:05:59 GMT 12
Cannot have been too many RNZAF personnel on the Hercules Lancs, perhaps more than we might think? David D
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Post by davidd on Jul 16, 2020 10:15:36 GMT 12
A rattling good yarn there from the mouth of Mr Spurdle, he certainly had some "interesting" experiences as a glider passenger, and with his jeep! Funny that the powers-that-be tried to keep him grounded for his own safety, then let him volunteer as a passenger in a glider to a battle zone. He gives us an amazing account of the last days of the European war. David D
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Post by davidd on Jul 7, 2020 7:41:35 GMT 12
Those camouflaged Vampires were received in about 1955/56, had flown with RAF in Germany I believe. The RNZAF commented at the time that there was no hurry to repaint them if the existing finish was in good condition (which apparently it was). I think there were only 3 or 4 aircraft in this camouflage, interestingly all with consecutive RNZAF serials. They were just one of those freakish things, normal aircraft camouflaged for no apparent reason, it was all to do with circumstances on the other side of the world. They were probably all totally re-sprayed in the silver finish within a year or so. David D
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Post by davidd on Jul 6, 2020 17:46:40 GMT 12
The nose-mounted machine gun (a British-type Browning 0.303" I believe) was an exclusively NZ modifications, and quite a number were equipped with these guns, although they soon went out of fashion and were all removed. I believe the gun mountings were all individually manufactured by machining, so were probably fairly expensive to produce. David D
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Post by davidd on Jul 6, 2020 17:19:22 GMT 12
No Dave, he is quite right re the movements of aircraft between Tonga, Santo, Fiji. However he did seem to have the idea that they had 36 P-40s at Tonga, Santo, Fiji and Guadalcanal, but in fact the standard establishment (and strength) was only 18, although they normally had a few attrition (spare) aircraft close at hand.
No. 15 Squadron was organised into two separate flights for each stage of these ferry flights, so about 9 or 10 aircraft per flight - I have all the dates of these if required, and number of a/c in each formation, also Flight leaders. Just before they departed Tonga in Feb 1943, they had 20 P-40s (all E's apart from the one surviving K, these of course were the early K-1's with the short fuselage and very ugly fin, quite unlike the later K-10's and 15's seen in NZ, and later from G/Canal, etc.); the other P-40K in Tonga was written off by Sholto Duncan (Flight Cmdr) whilst taking off with a drogue (mentioned by Laurie), and one P-40E was written by a Sgt Pilot Chrystal, and another E was written off when S/L Allan Crighton was killed in collision with an SBD whilst on exercise with US Navy in Fiji (also mentioned). Another P-40E (later NZ3271) got "lost" for quite a while after it suffered some technical defect on these inter-island hops, and was later shipped to NZ so far as I know, which is how it got a very high NZ number. Incidentally, Allan Crighton's family name is inexplicably spelt wrongly in the J M S Ross official history - he spelled it Crichton.
The number of Instrument Repairers on 15 Squadron when it went to Tonga in October 1942 was just six (3 RNZAF - Hall, Hamlet, Riddle , and 3 RAF - Cottrill, Pritchard, Stewart), so for establishment of 18 P-40's there were six instrument repairers, or to put it another way, each I/Rpr had six P-40s to look after. So I cannot see how he could have just one aircraft to look after, although he could only work on one at a time! I think the number of F/Riggers and F/Mechs for a P-40 squadron was eighteen of each trade - you can see how they work those figures out! I think it was also eighteen (or possibly nine) each of the Fitters of each trade, Fitter IIE's and Fitter IIA's. Lesser trades were Armourers and Fitter Armourers, also one fabric worker, electricians (aircraft), a whole lot of ACH's, and one parachute packer, plus domestic and stores trades.
Regardless of these few niggles. his memory is mighty still impressive, and these recordings are well worth listening to in detail, as he has really tried to provide correct answers to all your questions, and also frequently elaborates to give much un-asked for, but nevertheless interesting information and colour, all for free! I was also glad that he mentioned Vanderpump in Tonga, and de Willimoff, as these two are not usually associated with that island.
David D
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Post by davidd on Jul 6, 2020 15:28:03 GMT 12
I hope all P-40 fanatics noticed that the Kittyhawk in background of second photo is one of the P-40Ks at Kukum strip, Guadalcanal, almost certainly 3062 - and note the distinctive wavy upper/lower surface colours demarcation line.
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Post by davidd on Jul 6, 2020 15:25:09 GMT 12
Also just realized that he would have enlisted at Harewood for his recruit training course, and NOT Initial Training Wing (which was intended only for hopeful flying personnel); in any case, ITW at this time was at Levin. The unit he would have joined at Harewood in December 1941 was No. 1 GTD (Ground Training Depot), but as explained by Laurie, he was out of action for the whole of this course, and had to later catch up with his drill at Hobsonville. David D
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Post by davidd on Jul 6, 2020 15:21:54 GMT 12
Possible date confusion caused by that momentous event of 8 December 1941 in New Zealand (but 7 December to east of IDL, all "new days" were born here), something to do with Pearl harbour I believe. If you recalled that when you first enlisted in the Air Force, it was all about "the Japs have just attacked Pearl Harbor", and as this was within a couple of days of getting your uniform, or about to get your uniform, it would be easy to move the days sideways in your mind by just a couple of clicks! David D
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