Publication Type: Magazine Article
Source: New Zealand Wings Magazine, Volume 55, Issue 2, p.4 (2)
Parent Issue: 1606 www.pacificwingsmagazine.com
NEW ZEALAND has no new individuals within its aviation fraternity worthy of recognition. That is the impression one could gain from this year's New Year's Honours List. Or is it simply that the aviation fraternity are somewhat blind in recognising the contribution provided by their own, given over a working lifetime to aviation in its many forms?
One tends to strongly favour the latter.
If one's memory serves correctly, civil aviation was also poorly served by the previous Honours List on the occasion of the Queen's Birthday.
It can be fairly observed that the aviation industry does not suffer from a surfeit of official recognition, many well deserving individuals having to wait years beyond retirement. The award of a thoroughly deserved OBE to Esmond "Gibby" Gibson, many years after retiring from a career that contributed much to furthering civil aviation in New Zealand, is a case in point.
Civil aviation has never lacked individuals worthy of official recognition and the reason why they have not been so honoured lies primarily with industry itself. For recognition to occur, there must needs be a recommendation to the Prime Minister's Office. A recommendation supported by recognised aviation organisations and leaders in industry.
Serious thought should be given now by aviation interest groups to potential recommendations. Candidates abound in all fields airline, industry, agricultural, tourism, the veteran and vintage aircraft movement, and aero clubs et al. Even the award of additional honours to existing holders.
Civil list honours are not posthumous.
CONGRATULATIONS DICK, JEANA AND BURT
Aerial navigation, round the world; unrefuelled, non-stop a mission accomplished in just over nine days. Dick Rutan and Jeana Yeager have made the history books in company with Voyager designer Burt Rutan. An aviation dream realised.
Congratulations are also due to the people and companies who had the courage to back the dream; Mobil Oil, Teledyne Continental, King Radio, Beech and Hercules Aerospace amongst others.
While the feat adds little to the practicalities of day to day general aviation (the next non-stop round-the-world flight will be some time away), the spin off will come with the wider availability of some of the technology; the Magnamite graphite composite material enabled an unheard of 80 percent fuel ratio (credited by Rutan with much of the project's success), Mobil Oil's synthetic oil capable of 1000 hours engine operation before change; and Teledyne's special liquid-cooled engine planned forerunner of a family of Voyager units for general aviation.
An epic flight, working to move general aviation out of its 1950's airframe and engine hiatus.
AVIATION JOURNALISM AWARD
Aviation journalism has a prestigious award all of its own, unrelated to the Royal approval.
The late Duncan Campbell, one of New Zealand's foremost aviation journalists, established an award for the best aviation journalist of the year. An award open to anyone under 35 showing potential in the profession of aviation journalism in New Zealand. The financial grant associated with the award is a
considerable sum, perhaps the most richly rewarded journalism prize in New Zealand. It should be, as intended, a significant incentive to promote aviation journalism; particularly in the investigative field favoured by its founder.
Sadly it is falling short of its potential.
The Campbell Award is administered, judged and awarded by the Royal Aeronautical Society, New Zealand Division. However it must be said that the Society has signally failed of late in its obligation to effectively publicise the Award, depriving young journalists of an incentive to a career in aviation writing.
The memory of Duncan Campbell and the potential of the Award deserves far more than the RAeS efforts of late.
GOOD ENOUGH FOR THE AUSTRALIANS, BETTER FOR US
Adverse comment has been made about the use of New Zealand university facilities by an Australian flight training organisation. Two points should be borne in mind.
One is that the Massey Aviation Institute is occupying rented floor space and utilising contract services. The user pays. Nothing for nothing.
The second is that the technology and the expertise involved in the flight training is all imported and while the commercial spin off, naturally, is to the benefit of the MAI, the long term benefits of the flight training can only be to national advantage. Flight training techniques, in New Zealand as with the rest of the world, have sadly lagged behind educational advances.
New Zealand aviation stands to gain, both on an academic and practical level, from the advent of the Massey Aviation Institute. The location of the Institute at Massey may well enable New Zealand to lead the world in pilot training research; in its turn, an exportable commodity.
However some aspects of the establishing of the Institute, as outlined in last month's WINGS by a senior instructor, do demand consideration. It would appear that a few corners have been cut, established procedures modified and red tape snipped in a few spots to expedite the setting up of the MAI. While one can applaud flexibility in meeting the requirements of industry, it does seem that the existing flight training schools have been disadvantaged in several areas by this, apparently, selective process.. While the end result is likely to meet with everyone's approval, it does seem that CAD should clear the air with an explanation as to the means employed.
Featured in this issue is a directory of microlight aircraft. Of note is the development and growing maturity of a Kiwi designed and manufactured microlight, the Micro Aviation Bantam.
Building upon homegrown expertise acquired from the construction of homebuilt aircraft, Max Clear and John Smith have come up with a product that matches, if not surpasses, the majority of imported competition. They are to be congratulated for their enterprise. Also deserving of praise are the Civil Aviation Division personnel who have supervised and advised on the various stages required for the all important type certification.
With 50 Bantams now built and gaining increasing acceptance, the future of the type seems assured.
4 - NZ WINGS FEBRUARY 1987
TORY CHANN1 I 11 IRLS NO MOVE TO MARK
ASKED to consider the issue of marking the power cables across Tory Channel, site of the crash of an Air Albatross C.402 in October 1985, the National Aviation Advi sory Committee has given the thumbs down to any action to reduce the hazard in this manner.
The marking of the conductors had been urged by the Chief Inspector of Air Accidents in his report on the loss of ZKEHT and the resulting eight deaths. And while the various pre-emptive wire strike options balls, strobe lights and the lowering of the wires were deliberated at length by the NAAC, the question of who was to pay for the measures led to a profound silence from the assembled airline and general aviation representatives.
Favoured option was the lowering of the cables to 200 feet above the water but the question as to who would fund the required $22,000.00 found no answers.
The consensus from the committee agreed that the pilot had been wrong to fly so low in the conditions of the day, a view repeated by the Director in saying that "We would be spending money to protect someone who was not acting in a professional way."
The question was raised by Malcolm Campbell, a third level airline spokesman, as to why a case was not made against Air Albatross for low altitude operations.
The committee decided that the Tory Channel situation required no special action, noting that there were a further 561 cables around the country of similar height. CAD figures suggest that a typical cable, 800 metres long and supported by pylons 30 metres high, would cost around $368,000.00 to mark with lights and balls; with an additional $4851.00 to maintain each year. Tory Channel has a total of three wires to mark, costed at $410,199.00; with a nationwide cost of all cables 300 feet AGL at over $150 million.
The committee described the problem as not being that of wires but rather one of educating pilots.
The Chief Inspector of Accidents is still in favour of marking the wires with strobes, noting the Tory Channel conductors as a special hazard over a route well travelled by pilots. Strobes and coloured ball markings are estimated by CAD to cost $702,690.00.
The Director, in reply to a question from WINGS regarding the future erection of cables in geographical situations similar to Tory Channel, noted that power authorities would now be required to mark the conductors at the time of erection.
A survey, compiled by CAD, of wire strikes noted 144 since 1958 with fatalities totalling 35 in 22 incidents.
FIFTIETH BANTAM HATCHED
EVERYBODY loves a winner. It was this thought that brought two aspiring microlight owners to Te Kowhai in the Waikato the other day.
They had looked at a dozen microlights and, in every case, found that the owners were selling because they had purchased Bantams. Reasoning that if it was good
enough for these experienced microlighters to become Bantam owners, the two followed their path to the Te Kowhai factory. Alas they came away empty handed.
The reason was simple. The order book for the two-place B-22 Bantam is bursting at the seams and a wait of three months is a quick delivery.
Co-designers Max Clear and John Smith are essentially perfectionists with years of experience in the world of homebuilt aircraft. They took a keen interest in the first micro-lights and when they saw what they consi dered to be the right machine, they got together and improved on it That microlight was the United States-built Ultralight Flight Phantom, 500 of which were built but only two were ever imported into New Zealand. The success of the Bantam squashed the idea of importing more.
In the pioneering days of microlights (remember 1980!) several varied and strange types were imported. Some were complete, others required both parts and labour before flight while others were constructed from plans. The performance and handling of these microlights was something else. The fairly conservative aviation community regarded them with suspicion and were quick to point out poor handling problems, underpowered engines, strange control systems and the basic lack of pilot training available.
Max Clear and John Smith saw beyond these initial defects and became determined to produce a microlight using certified aircraft materials and utilising conventional con trols; combining safety, performance and ease of handling in one package. The result was the B-10 Bantam, the prototype first flying on 16 November 1983. A further 12 B-10 Bantams followed, more or less identical apart from paint schemes and fin and rudder configuration. All performed well so well in fact that the owner of the last B-10 built bor rowed the plans and another two came into being in the Cambridge district at the hands of the Williams brothers.
The introduction of the Class 1 and 2 cate gories for microlight inspired the Bantam's creators, now trading as Micro Aviation NZ Ltd, to produce a microlight for Class 1 operation. The B-10, too heavy, was refined into the lighter B-20 with a new wing and tailplane
section, less dray and a lighter engine. The result was a Bantam with somewhat better performance than the B-10 and the only penalty being a smaller fuel tank with consequently less endurance.
Seventeen B-20 Bantams were built during 1985, two of which were exported across the Tasman. Once again there were minor dif ferences, the most significant being the "flap erons" which enhanced an already excellent takeoff performance with a reduced ap proach speed.
Had the weight limit for Class 1 microlights been raised earlier there would have been no need for the B-20 and, without the B-20, we might never have seen the B-22.
For years Max Clear had been against the concept of two place microlights, reasoning
BICENTENNIAL AIRSHOW TOUR
PREPARATIONS are progressing for this tour in October 1988 as outlined in the December-January issue.
Strong interest has been signalled by WINGS readers and information, accompanied by copies of the airshow brochure, will be mailed out as soon as additional supplies of the brochure come to hand from Australia expected early Febru ary.
We intend to visit Sydney this month to finalise accommodation and check visits to points of aviation interest in the surrounding area with the view to providing tour members with opportunities to arrange individual visits to such attractions as the War Memorial Museum at Canberra. A newsletter will be compiled and sent to interested parties following this preliminary visit.
The international airshow, 8 16 October 1988, promises to be THE aviation event in the Southern Hemisphere for some time to come. Readers interested in participating in the associated Round Australia Air Race should contact the organisers directly The Royal Federation of Aero Clubs of Australia, P.O. Box 120, Fyshwick, ACT 2609.
Ross Macpherson Editor
First New Zealand registered corporate jet BAe 125 800 ZK-EU1 is photographed in United Kingdom skies prior to delivery before Christmas.
The BAe 125 is now based at Ardmore with Corporate Flight Services on international charter operations. The Ardmore company now has a category "A" Air Transport licence, the only one granted to a New Zealand organisation outside the three major airlines.
The BAe 125800 is to be joined by at least two more, with a possibility of as many as four by the end of the year. BAe photograph.
NZ WINGS FEBRUARY 1987 5
that microlight fliers were beyond CAD control and accidents involving passengers seemed likely.
However the success of the B-20 led many customers to ask about the prospect of a two seat version. It was obviously the way to go but, from the outset, Micro Aviation were determined to design and construct the B-22 under CAD supervision. This course of action ensured the maximum care and attention to all aspects of the design, paving the way to obtaining the all important Type Certificate.
Six B-22 Bantams were built, the first flying
on 15 January 1986, and after the paperwork had exceeded the weight of the B-22 Bantam and test pilots had flown a trouble free 150 hours the type certificate came to hand.
Further impetus to the project was added by the constant stream of visitors to the Te Kowhai hangar, more than a few matching enthusiasm with orders. Twenty B-22s were completed during 1986; the 50th Bantam being completed shortly after Christmas 1986. The bright colours of the Italian flag distinguish the wings of the 50th in line, the owner being an Italian living in Auckland.
The coming year holds the excellent promise of being a good breeding season for Bantams. Report by Janic Geelen.
WESTLAND NATIONAL. PARK RADIO PROCEDURES
CONCERN has been expressed by operators in the Westland and Mt Cook National Parks about the large number of aircraft from outside the area which fly through unannounced. Given good weather, upwards of 25 aircraft and helicopters flown by the five principal operators can be working in the area.
Ansett Newmans first Dash 8 arrives at Christchurch with the morning service from Rotorua. The livery reflects the change in circumstances for Newmans Air and is a mixture of Ansett and Newmans colour schemes.
FOR DASH SEVEN, READ DASH EIGHT
NEWMANS AIRWAYS original equipment has been replaced by two new DHC-8's, just under two years after the DHC7's were delivered.
The first Dash 8, ZK-NEY, arrived in Christchurch on 15 December after an 11-day, 62.13 hour delivery flight from Canada. Lack of ferry tanks meant that the aircraft had to be delivered via Europe by the company ferry crew of three pilots and one engineer. Route was from Toronto, to Frobisher Bay, Greenland, Iceland, Manchester, Venice, Crete, Egypt, Bahrain, Muscat, Bombay, Calcutta, Bangkok, Singapore, Bali, Darwin, Mt Isa, Brisbane and Lord Howe Island to Christchurch. After engineering and crew training flights, ZK-NEY flew its first scheduled services on 25 December, at which
time Dash 7 ZK-NEW was withdrawn from service.
The second Dash 8 departed Toronto on the same day and with the company ferry crew of two pilots and one engineer, it arrived in Christchurch on 5 January 1987 after covering some 27,800 km over a similar route to that flown by the first aircraft. Following preparation work, ZK-NEZ entered service on 19 January. The two Dash 7's have been sold back to de Havilland Canada and are believed destined for a new airline, Eurocity Express, in the United Kingdom. Painted up prior to departure by Air New Zealand, the two aircraft are to fly a six month lease with Eurocity Express before, it is understood, going to China.
Report by Dave Bates.
A fleeting page of history. Newmans Air Dash 7's ZK -NEW and NEX briefly rest on the tarmac at Christchurch, as the flights from Glentanner and Rotorua cross in December 1985. Dave Bates photographs.
The local operators and CAD representatives met recently to standardise radio procedures in the interests of aviation safety. In the interests of facilitating the awareness of the procedures, approved by CAD, WINGS publishes the following guidelines provided by the major operators for the information of pilots likely to visit the two National Park areas. Additional information can be obtained from Stephen Gibb, Mount Cook Line, Fox Glacier phone 812.
When approaching the Westland National Park change to 118.6 and broadcast altitude and intentions. Example: "Alpha Bravo Charlie 5 south of Mt. Se/ton 8500, north for Fox and Franz glaciers". Once inside the park, broadcast position on 118.6 in relation to major recognizable features. Example: "Alpha Bravo Charlie over the upper Fox Glacier 8500 orbiting then north".
Immediately on descending through 6000 feet QNH change to 119.1, again broadcasting position, altitude, intention, and vice versa. Remember, that the majority of traffic climbs and descends in the Franz and Fox valleys making them particularly congested at times, so it is essential to make the frequency change at 6000 feet. Below 6000 feet there can be considerable helicopter and fixed wing traffic climbing and descending between the glaciers and the coastline, so aircraft transiting the area should give regular position reports within 10 miles of Franz and Fox glacier townships.
Crossing the main divide to the Mt. Cook National Park can result in a 300 foot altitude error due to the pressure differential. 118.6 covers the entire Mt. Cook National Park to ground level. When approaching the area broadcast a call with position and intention, listen out for the QNH which is regularly given to company aircraft by Mt. Cook radio. Follow up-this call with regular broadcasts. If unfamiliar with the area, report position in relation to Mt. Cook or the Tasman glacier.
Conditions permitting, aircraft generally will keep to the right of the Tasman volley i.e. climb up the eastern side and descend down the western while still maintaining at least the minimum legal horizontal clearance from the valley walls. Remember HS 748 and Dash 8 aircraft have regular schedules to Mt. Cook and Glentanner. They will normally be found climbing and descending in the Murchison and lower Tasman glacier valleys and in the Lake Pukaki region.
A good method of avoiding the bulk of the traffic is to remain above 9000 feet throughout the two National Parks. There are still many aircraft regularly operating above this height so good concise radio calls and look-
6 NZ WINGS FEBRUARY 1987
out are still essential.
You will, no doubt, hear local pilots giving unusual sounding position reports. You can not be expected to know all these obscure mountain passes etc. Just give clear position, altitude, direction broadcasts in relation to major features and we will know where to look for you. Happy and safe flying in this most magnificent of places to aviate.
FORMER AIRLINE CHIEF OBJECTS TO ARRIVAL OF ANSETT NEW ZEALAND
SIR GEOFFREY Roberts, in addressing a
Christmas message to the members of SLAET in his capacity of patron, told members that he did not like the intrusion of Ansett into the New Zealand scene.
"To all intents owned by our friends across the Tasman, to me it is total "foreign" ownership and control. Although I am not averse to competition, I believe that it should be established from within, with all New Zealand capital", commented the former chief executive and chairman of Air New Zealand.
Sir Geoffrey's reasons emphasised the strategic value of domestic ownership of airlines.
"We should have learnt that lesson at the start of World War II when this country was bereft of sea and air communications, except for two small Short Empire Flying Boats. which the Government of the day insisted be sent to New Zealand in spite of a plea for their retention in the United Kingdom to assist with the war effort in Europe."
He identified the Right Honourable Peter Fraser as the architect of civil aviation in New Zealand, noting that he would "turn in his grave if he could see what is happening in New Zealand today."
Peter Fraser's belief was that airlines
Sports and Recreation Minister Mike Moore presents the Lilienthal Medal to Dick George son, marking more than 25 years of world record setting glider flight and research. Dominion photograph by Don Roy.
by Martyn Gosling
DICK GEORGESON, the father of New Zealand gliding and the first man to fly "the long white cloud", was presented with the world's highest accolade for gliding last month and later talked of those first record breaking and spectacular flights.
Blind in one eye. Dick was rejected for wartime flying by the Royal New Zealand Air Force and turned to gliding after the war because it was cheaper than powered flight.
Since then, his work on wind waves over New Zealand's alpine spine has led to the 65 year old Christchurch pilot being regarded as the world's top mountain flier. The reward was the Federation Aeronautique Interna tionale's Lilenthal Medal. It is the first time the prestigious award has come to New Zealand, and one of only a handful of times it has been presented to a pilot from the Southern Hemisphere.
Dick was recognised by the Federation in 1978 when it awarded him the highest accolade in flying, the FAI gold medal whose previous winners include sound-barrier breaking General Chuck Yeager.
Dick received the Lilenthal Medal at a special ceremony at the Beehive and it was pres ented to him by Sports and Recreation Minister Mike Moore on behalf of the Gliding Association.
Dick has set seven world records, including two with his wife Helen, and three for height gain and distance covered still stand. The record tally is the greatest of any glider pilot.
As a boy Dick had often watched the long icy-white high-altitude lines of cloud forming as the northwesters poured over the Southern Alps.
"You'd never meet a pilot who'd been near it. We had nothing in the country that could get up to it," he said after the Beehive presentation.
But in America scientists were studying similar wind waves over the sierras and in December 1960 Dick launched his own impromptu research using a wooden Weihe sailplane he had bought from Philip Wills. The type was built in Germany during the war and used for recreation by Luftwaffe pilots.
In January 1953 he was released over Oxford intending to fly to Taieri, near Dune din, about 186 miles south-west. After surviving the turbulence in the lower part of the wave the aircraft rose to 20,000 feet, climbing through a snow shower on the way. He was startled by loud bangs he took for structural failure, but when he landed at Taieri, five hours after take off, he discovered the extreme cold had shrunk the perspex canopy and pieces had broken off.
During the next seven years he had further encounters with the wave till in December 1960 he soared up to meet the cloud and when he reached the top had set a world gain of height record for gliding of 35,500 feet. At that altitude the controls froze and the cockpit temperature of minus 54 degrees celsius turned his breath to powdery ice crystals.
On that day the rampart stretched as a narrow band of lenticular cloud for hundreds of kilometres.
"Up close ... it looked incredible," Dick recalled. "I found the base at 9000 feet and I followed it upwards for three miles."
"It's like a great white cliff of ice and I followed it up just a wingspan away."
"At the top the controls froze. I looked over the top of the cloud and it was like a great white sheet smoothly stretching downwind for 40 miles. It had a slightly curving aerofoil surface ..."
"It was most exhilarating ..."
Dick says he wasn't worried about the controls freezing up because the glider had
good airbrakes ... but then he found they had frozen shut.
"This suddenly was a serious situation as I was starting to lose control of the aircraft and if it had entered a dive it could exceed its maximum permissible speed and eventually disintegrate," he said. The day was saved when after hauling on the airbrakes they popped open and froze in that position. As the aircraft descended, the ice melted and normal control returned.
His radio worked despite the cold and he was able to call Christchurch tower and report his position and altitude.
"They told me, if I looked down, I may see the DC6 coming in from Australia and, sure enough, there was a tiny little aircraft 20,000 feet below me crossing the Southern Alps."
Since that flight Dick has flown the wave from Manapouri to Hicks Bay at the tip of East Cape a never beaen world record glider flight of 1250 kilometres, which he shares with team mates Bruce Drake and David Speight.
His most recent world record was achieved in 1982 with Helen after a flight from Alexandra to Gisborne, and he expects to set a few more before he gets too old.
He said one of the reasons he started flying was his fear of heights was so great he could not mountaineer.
"I just shook too much. I can't think on the side of a hill. I just hang on," he said.
"I don't even like climbing ladders. To hell with that ... it's a dangerous occupation." 0
NZ WINGS FEBRUARY 1987 7
should be New Zealand owned and controlled even if there were to be a degree of private enterprise participation, said Sir Geoffrey.
"New Zealand should immediately be able to put its hands on its own air communications and bring them under full national and state control. Surely that philosophy is as appropriate today as it was 40 years ago."
A TWO day pageant, marking 50 years of the RNZAF, is being organised for 4.5 April at RNZAF Base Ohakea.
On each of the days a RNZAF display will feature current types in service as well as aircraft from the Historic Flight. A mock battle is also scheduled. Overseas aircraft participation will include one of the first New Zealand public displays of the RAAF's new F-18
Hornet as well as Mirage, Caribou and F-111 aircraft.
A civil display with an accent on types operated by the RNZAF is also planned.
The RNZAF advise that civil aircraft are welcome to fly in to the airshow. However, for planning purposes, pilots wishing to fly in should contact the Adjutant, Strike Wing Headquarters, RNZAF Ohakea, Private Bag, Palmerston North by 2 March with details of aircraft registration, pilot in command, POB and preferred dates of attendance.
FLIGHT TEST POLICY CHANGES
A REVIEW of flight test policy in 1984 has led to a redefinition, released last month by Owen Batchelor, CAD's Controller Flight Test Standards.
The policy redefinition is intended to meet the needs of various interests within industry and yet retain the facility to enable the CAD to meet its commitment to maintain the standards of pilot licensing and the operation of aircraft says Mr Batchelor.
Effective as from last month, the full implementation of the policy is intended over a two year period.
All applications for PPL issue are now to be made direct to CAD regional offices, with one in ten candidates being selected at random for flight testing by CAD officers. Should unsuitable weather cause a postponement, applicants are to apply for testing by a preferred training organisation.
Certificates of Approval of individuals in the training industry to conduct flight tests are to be replaced by Flight Examiner certificates and subject to biennial flight tests by CAD.
All existing flight testing approvals are to be ratified with the exception of "D" category instructors and removal of multi-engine endorsements for instrument and instructor ratings_ These latter deletions will be subject to review and possible reinstatement. In addition, Owen Batchelor noted, some "B" cat instructors would lose the ability to carry out "C" cat approvals.
Future approvals as a Flight Examiner will require a formal assessment by CAD, emphasising assessment procedures as well as instructional skills. Standardisation seminars are to be provided by CAD.
Well known FTO Harold Bennett, with 24 years experience in the instructional field, is working with Massey University to develop practical Flight Examiner assessment material for CAD.
MERCER AIRPORT OPENED
Mrs Marie Lindsay, daughter of pioneer Westland aviator Captain Bert Mercer, opened the new airport named after her father at Franz Josef. The sealed runway was built in a record 18 days, and opened on 20 December, almost two years after the original runway was destroyed by floodwaters. Eight aircraft were present for the opening although a planned aerial display by the Mount Cook Airline was cancelled due to weather. Courtesy Mount Cook Airline.
BACK IN WARTIME UNIFORM. Immaculately restored to its former active glory in a wartime standard United States Navy three tone scheme is the RNZAF Museum's Grumman TBF-1 Avenger. The aircraft's historic scheme was provided courtesy of Air New Zealand's Christchurch painting facility.
Wearing the roundels of the RNZAF applied over the "star and bar" United States insignia, the big single engined torpedo bomber is serialed as NZ2521 to commemorate the type's service with both 30 and 31 Squadron from Piva on Bougainville during 1944. The actual TBF is NZ2502, a TBF-1 which was retained in New Zealand for training purposes and, later, as a target tug. NZ2521 was shot down by Japanese anti-aircraft fire over Bougainville on 28 May. 1944 while being operated by 31 Squadron.
A dorsal turret is being installed and the complete restoration will be unveiled to the public at the opening of the RNZAF Museum on 1 April 1987. RNZAF Official photograph.
ANNIVERSARY A-4. McDonnell Douglas TA 4K NZ6256 has acquired a unique, one-off colour scheme to mark 50 years of operations by the RNZAF. Overall gold with red, white and blue stripes and stars, the Skyhawk has been attending a number of airshows during the run up to the RNZAF's 50th anniversary celebrations. Piloted here by Flight Lieutenant Glenn Todd, NZ6256 is fitted with the ex-RAN underwing tanks, smaller due to their carrier operation origin. RNZAF Official.
8 NZ WINGS FEBRUARY 1987
A Palmerston North syndicate headed by Andy Nicholson, part owner of recently restored Dove ZK-RNG, has purchased vet eran Dakota ZK-BKD with the intention of restoring the DC-3 to the air in passenger configuration. Two other members of the 20 man syndicate are Fieldair engineer Barry Tebbs and United Aviation principal John Plank. The first step is to inhibit corrosion on the airframe before setting out on the long project, estimated by Andy as taking between two and five years. BKD was Mount Cook Airlines' first DC-3 before its long career as a Fieldair topdresser.
Fieldair's first DH Beaver ZK-AZB is being converted to passenger and freight configuration by the company for sale to Island Air Safaris, operating tours to Motiti Island. Due for delivery in April, AZB will replace Beaver ZK-CZL currently on lease to IAS.
More teeth. Purchased from surplus Royal Jordanian Air Force stocks by the RNZAF are a number of Hughes Aircraft AGM-65A Maverick air to surface missiles. The missiles, with automatic television homing, are to supplement the Sidewinder fit for the RNZAF's A-4K Skyhawk upgrade due for completion by 1989. The 2.49 metre missile carries a 59 kg warhead over 14 miles. greatly enhancing the Skyhawk's maritime strike role.
Stearman owner Len Cowper was back in New Zealand to air his biplane for the War. birds Airshow of late last month. Len and his wife Wendy have been busy in Hawaii selling New Zealand manufacturedprecut homes in addition to setting up American Flyers Club Inc., a flight school and aircraft hire company on Maui.
Progression in recession. Fieldair Hold. ings have purchased the assets of Mike Stokes Aerial Works at Otorohanga, Mike continuing to fly Fletcher ZK-CBD. At Stratford Ian Dingle and Les Forsythe (driver), both previously Midland Aviation, are operating FU24 ZK-BWV for Fieldair while, at Gisborne, Barry Irwin and Pat Kingsford, ex Cookson, are operating FU24s EUH and CRF in company with Peter Gordon.
Alpine first. Christchurch hang glider pilot Bill Degen made history on 6 December 1986 with what is believed to be the first crossing of the Southern Alps by hang glider. Launching from Mount Cheesman, he flew some 58 km across the mountains to land at Rotomanu, near Lake Brunner.
Ferried out by United States John Speisman, Piper Seneca II N8186S is undergoing a New Zealand C of A as ZIC-FMW at John Shivas' Ashburton Aviation facility. The PA34.200T, delivered prior to Christmas, is a stock aircraft.
The RNZAF's 50th Anniversary Celebrations at Wigram on 1 April 1987 are to take the form of a Ceremonial Review of the RNZAF in the morning, followed by a fly-by of the Historic Flight and a display of the Red Checkers aerobatic team. The official opening of the RNZAF Museum is to take place at 2.00 p.m.. presided over by Commander-inChief Sir Paul Reeves, Governor General.
New terminals, old aircraft. Ansett-New Zealand are well advanced in finalising construction details for three new terminals at Auckland, Wellington and Christchurch. Wellington is to be the last completed, leaving services by the new airline to be inaugurated between northern and southern terminals midyear. The Boeing 737.100s destined to fly the routes are believed to be four ex America West Airlines aircraft. Among the first of type built by Boeing (three 1967 models went originally to Lufthansa and the fourth, a 1969 model, to Singapore Airlines) the aircraft are being reconfigured in a 104 seat, three class layout.
In prospect for Air New Zealand's Christchurch Technical Headquarters is a multimillion dollar contract to provide depot maintenance for seven USN LC-130 aircraft operating south to Antarctica on the yearly Operation Deep Freeze programme. The Headquarters have been under threat of a move to Auckland following the arrival of Ansett New Zealand on the domestic scene.
Due late last month was a Piper Malibu for Nelson owner Brent Ferguson. Brent, previous owner of Commanche ZKDSP, is intending to use the fast single in the Singapore to Christchurch air race.
Captain Ian Ferguson of CAD's Calibration Flight advises that the intention is not to sell the Flight's second F.27, previously on lease to Mount Cook, but to have it available on lease either in New Zealand or offshore during the coming year. Provision is available for the F.27 to be returned at short notice should this be required. Calibration work will continue to be carried out by the one remaining Paraparaumu-based Friendship. Reduction to a one aircraft operation does, Captain Ferguson noted, provide for good economics but does limit the flexibility of calibration work should projects fall behind schedule.
Tiger News. Longtime Nelson resident ZKBRM, previously owned by Captain Ken Wells for over 26 years, has moved north under the new ownership of an Ardmore. based syndicate --- Greg Bryham, Peter Beer and Its Marshall. New Zealand's "Mr Moth", Hastings based Temple Martin, is putting the finishing touches on ZK-ASG for Dudley Payne, restored in detail as a wartime RNZAF trainer. Under rebuild by Bill Lamb at Christchurch is ZK-AON.
In the Qantas planning stages is a non-stop Perth-London route using Boeing's 747.400; six of the Rolls Royce RB.211-524D4D powered -400s being under consideration. By April 1989 six Asian airlines will have 747400s on the Pacific; All Nippon, CAAC, Cathay Pacific, Japan, Korean and Singapore. If Qantas confirms its non stop Australia-United Kingdom plans with the -400, Air New Zealand will be one of the few Pacific major carriers not yet providing confirmation of a 747.400 purchase.
Due for release on 4 March 1987 are four stamps and a miniature sheet depicting aircraft of the Royal New Zealand Air Force; Avro 626 (30C), Sunderland (604t), P-40 Kitty-hawk (80c) and A-4K Skyhawk ($1.00).
New Year's Honours. OBE: Group Captain Ross Donaldson. MBE: Squadron Leader Malcolm Turnbull. BEM: Sergeant Christine Everitt. Queen's Commendation for Valuable Service in the Air: Flight Lieutenant Robert Howard. Flight Lieutenant Howard, a parachute instructor, made innovative modifications to equipment and training methods.
Calibration Flight captains. Tony Parish and Murray McPhail have joined CAD as airline inspectors while Steve Ewan has joined the flight crew of the new BAe 125800 arriving in March for Wellington-based Arpac.
SLAET president Len Gore paid tribute prior to Christmas to the organisation's patron, Sir Geoffrey Roberts, in celebrating his 80th birthday early in December. Patron since 1964, Sir Geoffrey's flying career began when he joined the RAF in 1930. His aviation career, including chairmanship of Air New Zealand, is told in his autobiography "To Fly a Desk."
The RNZAC has nominated well-known Wellington helicopter pilot Peter But ton for an FAI airmanship award for his numerous rescue services.
The Confederate Air Force's Beech C-45 Expeditor taxis up to a welcome at its new base at Dairy Flat on 14 December. The Beech, flagship of the NZ WING, CAF, is being repainted in a USAAF scheme. Robert Tillett photograph.
Former Goldfields Air Navajo ZK-JGA is now flying scheduled services between Greymouth and Nelson and Christchurch for Coast Air after the withdrawal of the company's Twin Otter ZK-OTR on 25 December Dave Bates photograph.
10 NZ WINGS FEBRUARY 1987
Murray Smith, North Shore Aero Club member and entrant in New Zealand Precision Flying competitions, has been appointed by the RNZAC to the position of team manager for the NZPF team to the World Precision Flying competitions in Finland in August 1987. Around $40,000.00 is required to fund the New Zealand participation.
Pip Buckton, well-known ATC and aero club identity at Nelson, has been transferred to Auckland. Pip recently passed her CPL and has also logged a large number of parachute jumps.
With an additional DC-3 on the line with Fieldair Freight, two CPLs have joined the company as co-pilots; Bruce Henderson and Murray Collins.
Ivor Bissell has joined the flight crew operating Brierley International's Wellington-based Cessna Citation III NI06CC. Chief engineer is Keith Brady.
MAANZ Executive 1986/1987 Ian Todd, president; Murray Kirkus, secretary; Kevin Ryan, treasurer; Ted Jarman, Anne Thompson, John Dick and Jim Carroll; committee members Trevor Barrett, Ken Houk, Wallace McNair, Malcolm Wright and Laurie Weake.
Mark Harris, an avionics engineer with Air New Zealand at Christchurch, has become the 30th recipient of the Walsh Memorial/ SLAET Scholarship. Mark is to spend a year with a United States aircraft manufacturer, furthering his avionics experience.
Gordon Flynn has joined the fulltime instructor ranks of the Wellington Aero Club and, following a course at the Ardmore Flying School, Dennis Tindill has joined the ranks of the part time "C" category instructors.
Kim Shotton, previously flying with Associated Air at Paraparaumu, has joined the full time ranks of Ardmore-based Christian Aviation Ministries, operating a PA-31.310 ZKDCE and two PM 1-350s, 2K-EBT and EVD, on charter work.
Results of Alpine Area Rally 1986, held at Ashburton. Hosted by Mid Canterbury Aero Club. Wigram Cup Senior Landing: J. Shivas (MCAC) 1; J. Sinclair (MAC) 2; B. Mackie (KAC)/M. Gallagher (CAC) 3 =; G. Bowden (NAC) 5. Junior Landing: M. Yardley (MCAC) 1; S. McIntyre (MAC) 2; M. McCaughan (CAC) 3; V. Foster (KAC) 4; B. Christie (NAC) 5. Non Instrument: M. Steele (MAC) 1; M. Cooper (MCAC) 2; K. Allport (NAC) 3; B. Morgan (KAC) 4; D. Chapple
(CAC) 5. Instrument: G. Prebble (MCAC) 1; M. Brown (MACl/R. Hayman (CAC) 2 =; J. Wyllie (NAC) 4; M. Macaulay (KAC) 5. Oscar Garden Trophy: C. Jowers (MCAC)
1; M. Gallagher (CAC) 2; J. Best (MAC)/C. Croucher (NAC) 3 =; M. Macaulay (KAC) 5. AESL Aerobatics: M. Lowe (MCAC) 1; M. Lowen (CAC) 2. New Zealand Herald Choihenge Trophy Navigation: M. Brown (MAC) 1; F. Fontein (CAC) 2; R. Wright (MCAC) 3; Q. Hulse (NAC) 4. Bledisloe Aviation Navigation: A. Beard (CAC) 1; D. Fleming (MCAC) 2; S. Paul (MAC) 3; B. Christie (NAC) 4. Cory- Wright Cup Aerobatics: G. McDonald (CAC) 1; A. Yeoman (MCAC) 2; J. Sinclair (MAC) 3. Rotorua Bombing Trophy: R. Chalmers (MCAC) 1; P. Francis (MAC) 2; V. Foster (KAC) 3; D. Chapple (CAC) 4; W. Milburn (NAC) 5. W.A. Morrison Trophy Formation: Nelson Aero Club 1; Canterbury Aero Club 2. Sir Francis Boys Circuits: J. Westenra (CAC) 1; B. Morland (MAC) 2; B. Mackie (KAC) 3; J. Hopwood (MCAC) 4; J. Pearce (NAC) 5. Newmans Cup Circuits: K. Simmonds (MCAC) 1; D. Lawrence (MAC)
2; B. Mackie (KAC) 3; A. Stolk (CAC). /von Warmington Li/eraft Dropping: (P= Pilot; D = Dispatcher): J. Hopwood (P)-J. Shivas (D) (MCAC) 1; B. Morgan (P)-R. Harmon (D) (KAC) 2; P. Hendricks (P)-M. Graham (D) (CAC) 3; W. Milburn (P)-T. Zwart (D) (NAC) 4; D. Berry (P)-P. Francis (D) (MAC) 5. G.M. Spence Forced Landing: W. Brown (NAC) 1; A. McCormick (MCAC) 2; H. Vavasour (MAC) 3; M. Vicar (CAC) 4; M. Macaulay (KAC). Wigram Cup: Mid Canterbury (15) 1; Marlborough (13) 2; Canterbury (7) 3; Kaikoura (4) 4; Nelson (3) 5.
March 21 Aircraft Owners and Pilots Association AGM, Rotorua.
March 24 Rotorua Airshow. Organised by Rotorua Aero Club.
March 28-29 Airshow to mark 50 years of airport operations at Christchurch International.
April 1 Formal opening of RNZAF Museum at RNZAF Ceremonial Review as part of RNZAF 50th Anniversary Celebrations, RNZAF Wigram.
April 4-5 RNZAF Ohakea Airshow, 50th Anniversary celebrations.
April 5-6 Bomber Command/Pathfinder Association Reunion, RNZAF Wigram.
April 11-12 Auckland Airshow, RNZAF Whenuapai.
"I say Hoskins do your preflight again there is something missing ..." Er our apologies to crossword enthusiasts, baffled and frustrated by two missing clues in our Christmas Crossword. We plead Gremlins and the "Great Rush" to clear the December January issue into the printing process prior to Christmas. The closing date for entries has been extended to 20 February. The missing clues are 5 Down Hawker Biplanes at Sea. 18 Down An easy sortie for six down.
The winners and the results will be published in the March issue. Editor.
April 26-30 Fourth International Sympo sium on Aviation Psychology, Columbus, Ohio. Details from Department of Aviation, Ohio State, P.O. Box 3022, Columbus, Ohio 43210.0022.
May 29-June 1 National Aircrew Reunion, Christchurch. Details Aircrew Reunion, P.O. Box 2717, Christchurch.
June 11-21 Paris Air Show, Le Bourget airport, Paris.
July 18-19 International Air Tattoo "Skylift 87 Wings of Peace" the world's first International Military Air Transport Aircraft Meet and 75 years of United Kingdom air defence "Skyshield 87", RAF Fairford, Gloucestershire.
September 14-18 Commonwealth Wartime Aircrew Reunion, Winnipeg, Canada. Details: "Reunion", P.O. Box 2639, Winnipeg, Manitoba, Canada, R3C 4B3.
October 12-16 Australian Bicentennial Air show, Richmond, Australia. Details from WINGS, P.O. Box 120, Otaki.
Details and dates of upcoming aviation events are welcomed for publication in this column. Send to WINGS, P.O. Box 305, Feilding.
First KC-130T to visit New Zealand was B1.1163623 of USMC VMGR234 which arrived in Christchurch on 3 December. The T-model has uprated engines, updated avionics and an improved air refuelling system. The aircraft later flew to the Antarctic. Dave Bates photograph.
Dave Comrie and Cohn Hoy assemble their Bleriot XI-2 replica of Dunedin prior to transporting it to Wigram where it will become a feature of the new Museum complex. See article December/January WINGS. Colin Hay photograph.
NZ WINGS FEBRUARY 1987 11