air force news issue 90 march/april 2008 · opinions expressed in air force news are not...

AIRFORCENEWSAIRFORCENEWS

aircraft updatESc-130, p-3k2, Nh90 aNd morE

ohakEa avioNicSdElvE iNto WEta WorkShop

vipEr 266doiNg it thE kiWi Way

Norpat 2008firSt pacific patrol for 08

T h r e e S e r v i c e S a S o n e f o r c e , b e i n g T h e b e S T i n e v e r y T h i n g w e d o

royal NEW ZEalaNd air forcE // iSSuE #90 // march/april 08 w w w . a i r f o r c e . M i L . n Z

timor lesteno.3 squadron’s fourth rotation in

AIRFORCENEWS

c o N t E N t S

a f N 9 0 m a r c h / a p r i l 0 8 | w w w . a i r f o r c e . m i l . n z2

royal NEW ZEalaNd air forcE // issue #90 // mAR/ApR 08

OUR MISSIONTo carry out military air operations to advance New Zealand’s security interests, with professionalism, integrity and teamwork.

OUR VISIONWe will be an Air Force that is the best in all we do.He Tauarangi matou ko te pai rawa atu i to matou mahi katoa.

The official journal and forum of the Royal New Zealand Air Force established for the information, education and enjoyment of its personnel and other people interested in RNZAF and associated matters. Published byDefence Public Relations UnitHQ NZ Defence Force Wellington, New ZealandP: (04) 496 0289 F: (04) 496 0290

Editorial AuthorityIan Brunton

EditorGrant CarrEmail: grant.carr@nzdf.mil.nz

Design and LayoutAmy TrlinEmail: amy.trlin@nzdf.mil.nz

Printed byKeeling and Mundy LimitedPO Box 61, Palmerston North

Editorial contributions and letters to the editor are

welcome. All contributions may be sent direct to Air Force

News and do not need to be forwarded through normal

command chains. Letters are to be signed with the

writer’s name, rank and unit although, unless requested

otherwise, only the rank and geographical location of the

writer will be published. The editorial staff reserves the

right to abridge letters. Anonymous, offensive or abusive

letters will not be published. Opinions expressed in Air

Force News are not necessarily those of the RNZAF or

NZDF. Nothing in NEWS should be taken as overriding any

Defence regulations. Readers should refer to the relevant

Service publication before acting on any information given

in this periodical. No item is to be reproduced, in part or

whole, without the specific permission of the editor.

fIRSt wORD GPCAPT Greg Elliot

GOING INtO BAt CAF signs up for technology

PERS CORNER Two new projects

AN EVENtfUL StARt Fourth rotation to Timor Leste

AtC GLIDING CAMP Free air

CAPABILItY ROUNDUP Big progress on all fronts

NORPAt First 2008 tour

03040609121520

22242832343738

OffICER tRAINING REVIEw Developing top rank officers

INSIDE wEtA’S wORKSHOP Avionics Flight comes calling

VIPER 266 On exchange with the RAAF

RAft RACE Ohakea’s big annual

tHE LONGESt DAY Coast-to-coast

IB CRICKEt Full report

NOtICES Farewells and updates

TOp GUNArmourer LAC Simon Bevington takes time out from checking weapons on the Cook Islands.

TImOR LESTEPilot FLTLT Hayden Sherad checks his flight plan.

NORpATAEOP CPL Rebecca Wilkins helps No.5 Squadron keep an eye out for our Pacific neighbours.

No.3 Squadron has been a consistent visitor to the fledgling nation of Timor Leste. Providing security, transport and medical evacuation the Squadron is into the fourth rotation of personnel for its latest deployment.

march/april* 2008 cOVEr

* This does not mean we are skipping an issue. The next issue will be denoted the April/May issue – Editor.

09 14 20

AIRFORCENEWSAIRFORCENEWS

AIRCRAFT UPDATES

C130, P3K2, NH90

AND MORE

OHAKEA AVIONICS

DELVE INTO WETA

WORKSHOP

VIPER 266DOING IT THE KIWI WAYNORPAT 2008

FIRST PACIFIC PATROL FOR 08

T H R E E S E R V I C E S A S O N E F O R C E , B E I N G T H E B E S T I N E V E R Y T H I N G W E D O

ROYAL NEW ZEALAND AIR FORCE // ISSUE #90 // MARCH/APRIL 08 W W W . A I R F O R C E . M I L . N Z

TIMOR LESTENO.3 SQUADRON’S FOURTH ROTATION IN

cOntEnts

PHOtO By Petty Officer Damian Pawlenko.

3w w w . a i r f o r c e . m i l . n z | a f N 9 0 m a r c h / a p r i l 0 8

f i r S t W o r d

thE all Blacks

nEVEr gOt tO BE

wOrld class By

taking thE Easy

GpcApT GreG ellioTT

commANder TrAiNiNG Group

rNZAF WoodbourNe

Bringing rNZAF trAiNiNg

INtO tHE 21St CENtURY

You’ve probably noticed there’s a lot going on in training these days. This makes sense –

after all, if we’re not on operations, we’re training for the day. Front line upgrades are bringing new technologies and capabilities, and the need to adequately train and prepare our people is as important as ever. Training is fundamental to capability.

Technology is an enabler in this process, and we’re investing in new training aids, media and courseware. Ground Training Wing (GTW) is undergoing a classroom transformation, with follow-on plans to replace engines and airframes to keep up with the modernisation programmes on frontline squadrons. This will position RNZAF as one of the best providers of aeronautical trade training in New Zealand. The Kingair replacement will also bring glass cockpit technology and automation into flying training.

But we all know technology is only part of the story. The recent overhaul of the SNCO development courses, and this year’s roll-out of a redesigned Officer Training continuum are about empowering people, with a greater emphasis on professional development, leadership, operational skills, and critical thinking. A Recruit Course Review will get underway this year to look at how we best prepare airmen and airwomen for tomorrow’s Air Force.

People remain the most important ingredient in this. The ‘holy grail’ is getting everyone up to the required standard. Ground instructors are focussing increasingly on learning strategies, and study and exam techniques, to help students to not ‘get in their own way’. Release rates from training were way down last year, whilst the average pass rate at GTW across all courses exceeded 90 percent for the first time. This is not about lowering standards. I think you’ll find our graduates are as good as they’ve ever been. However, the reality is a competitive

labour market, and it’s important to retain as many trainees as possible, and give them the best chance of success. Maintaining front-line capability depends on it.

We’re also looking at ways to better equip and support instructors – who of course are the critical link. CRTS are trialling ‘soft skills’ – which include facilitation and coaching – designed to get the best out of people. They have also introduced a ‘code of conduct’ for instructors. This doesn’t mean ‘softer’ courses. RNZAF training is designed to be challenging – both mentally and physically – and our trainees tell me they expect this. The All Blacks never got to be world class by taking the easy road. However, good instructors know that getting the best out of students means treating them right, and with respect.

An RNZAF ‘old boy’ told me recently that his recruit training was never easy, but he was always treated like an adult. He might have been shouted at occasionally, but only when he needed a sharpen-up, and never rudely or abusively. I think it’s a challenge – particularly for some of our younger instructors – to get this balance right. We have to create an environment where trainees know they are valued, and where the training relationship is a two-way street. We teach values by the way we live them. What we do speaks louder than what we say.

Yes, there’s a transformation going on in training. But people haven’t changed. Like any previous generation, today’s trainees seek knowledge, skills and qualifications. They also want responsibility and they will step up to a challenge. Military training offers all of these things. We need to stay ahead of the game, to benchmark with best practise, and to make smart investment in technologies that make a difference – without breaking the bank. But above all, treat our trainees right, and they will not disappoint. They are our future capability.

B r i E f N E W S

oN moNdAy 3 mArch The chieF oF Air Force AVm GrAhAm liNToTT SiGNed A FiVe yeAr coNTrAcT WiTh becA Applied TechNoloGieS (bAT), The iNTerNATioNAl eNGiNeeriNG coNSulTANcy.

The contract will provide the RNZAF with a wide range of software engineering services to support the Data Management System (DMS) being delivered as part of the P-3K2 upgrade project. These software services will enable the RNZAF to maintain its software across the fleet of six P-3K2 Orion aircraft well into the future.

BAT was selected by L3 Com (Texas, USA) as the sub-contractor to conduct the software development and engineering for the P-3K2 Data Management System (DMS). The DMS is critical to the future needs of the RNZAF since it forms the backbone of the P-3K2 mission systems. The DMS controls all the major functions of the aircrafts mission systems including everything from sensor control, data collection and data analysis through to the way an operator interfaces and displays information. The DMS will be core to P-3K2 operations and our ability to be able to update and refine functions are only possible through the establishment of this contract.

BAT personnel have been deployed in Texas for some years now as part of the L3 Com contract/project team. During this time BAT have developed a wealth of experience with L3 Com in cutting the code for the DMS and other associated software applications being delivered with the P-3K2. It was through this experience that BAT was selected as the sole source provider for software support to the P-3K2 once in service.

Contract negotiations began in 2007 between the RNZAF and BAT for a lifecycle software support contract. The signing by CAF culminates many hours of work and represents a significant step forward for the RNZAF in undertaking software engineering services.

The contract and work with BAT offers a number of benefits including:

> Opportunity to develop a positive partnership between BAT and the RNZAF

> Opportunity to promote RNZAF software engineering and technology in conjunction with BAT

> Ability to maintain P-3K2 software throughout the life of the aircraft

> Exposure to leading edge software engineering practices and procedures

> Training opportunities

> Efficiency through application of technology

> Benefits to New Zealand through high technology experience BAT gains and scope for international business.

Specifically the contract provides the RNZAF with a wide range of software engineering services to support the P-3K2. These services include, but are not limited to:

> Training (for operators, maintenance and engineering personnel)

> Opportunity to embed RNZAF staff within the BAT software engineering team to gain experience and exposure to software engineering

> Software modifications

> Fault diagnosis

> Modification impact assessment

> Testing and verification

> Configuration management

> Software trouble shooting

> Maintenance of software tools

> Assisting IMSS in obsolescence, activity, risk management and resource planning.

The contract will commence one month prior to delivery of the P-3K2 with BAT staff working as

an integral part of the Software and Simulation Flight of the IMSS. The IMSS Management committee, comprising both RNZAF personnel and BAT staff, will then manage workload, hours and all issues associated with the software support of the P-3K2.

BAT and IMSS have already been working together since mid 2007, to develop the contract as well as conducting preparation services associated with the IMSS’s role in software engineering. Over this time a strong working relationship has been established, which is reinforced in the contract relationship which has a focus on being mutually rewarding, strong, and long-term, based on (two-way) trust, commitment and cooperation.

BAT and the IMSS have already achieved success with a nomination for a Beca Innovation award for process development with the results of that nomination due in mid March 08. The IMSS and BAT relationship continues to strengthen with work now well underway to acquire equipment that will enable BAT and IMSS to test processes and procedures for software engineering prior to P-3K2 delivery.

The contract signing cements that relationship and enables the RNZAF and BAT to progress key areas to ensure they are ready to Step Up to the task in supporting the P-3K2. Based on the work to date, the relationship and outcomes show significant promise for the future.

goiNg iNto BAt For teCHNologY

Chief of Air force, AVM Graham

Lintott shakes on the deal with

General Manager, Beca Applied

technology, Dr thomas Hyde.

B r i E f N E W S

rNZaf child care Services reviewNZDF family friendly policies have been in place for a number of years now and personnel have utilised work-based initiatives like part time employment and flexible working hours to enable a balance between Service demands and personal responsibilities. While these policies have made a positive impact on an individual’s ability to manage work/life issues, one area that has not been revised for some time is the provision of child care for RNZAF personnel. AFO(T) 03/2008 - RNZAF Child Care Services Review, was approved late January 2008. The purpose of the review is to determine, and outline, a plan for the establishment of the optimum level of child care required across the RNZAF. The first phase of the project will involve a survey of RNZAF personnel on individual child care requirements. Following this, all information will be collated, scrutinised and recommendations on the current adequacy of child care, and possible future improvement of RNZAF child care provisions, will be formulated. Later phases include economic rationale, engaging external agencies and finally defining the future of RNZAF Child Care. However, for the project to have credibility, it is crucial that the initial survey has a maximum return rate and is given the consideration it deserves. It is anticipated the survey will be available on-line but unit visits may also be used to capture the wider RNZAF audience. SQNLDR Jackie Searle has been appointed Team Leader and, having recently returned to full time employment following a period of parental leave, she is an ideal candidate to manage this project. To assist SQNLDR Searle, in addition to the RNZAF Welfare Facilitators, a number of personnel have been seconded to the project team:

Service work commitments can have a significant impact on our families. The RNZAF acknowledges the contribution an individual’s family makes to the morale, performance and retention of our people.

RNZAF Base AucklandMrs Deana Lye Welfare FacilitatorF/S Geoff (Polly) Polglase

RNZAF Base OhakeaMrs Toni Nicholson Welfare FacilitatorFLTLT Emma Crawford

wellington RegionMrs Judy Byers Welfare Facilitator

RNZAF Base WoodbourneMrs Tricia Hook Welfare FacilitatorFLTLT Adele Williams

SQNLDR Jackie Searle with her two children.

While all personnel can be contacted directly about project issues, a DIXS mailbox has also been established for personnel to submit questions, comments and concerns (RNZAF CHILD CARE SERVICES REVIEW).

VCdf departsAVM David Bamfield retired from the RNZAF on 1 February 2008

after more than 40 years service. to mark the occasion CDf Lt

General Jerry Mateparae presented AVM Bamfield with a limited

edition print of the 'Return of the Unknown warrior' at his farewell

morning tea. AVM Bamfield (Rtd) will work as a civillian in the

NZDF over the next two years, helping to implement the Defence

Transformation Programme (DTP).

Our photo of the helicopter attracted responses from

two eagle-eyed readers – SQNLDR S.W.HANCOCK

and AC WILLIAM WALLACE. As SQNLDR Hancock

explains: ‘the helicopter is a Russian-built Hind, the

photo was not taken in Afghanistan, but is somewhere

in Hungary, where it is a display aircraft at the Szolnok

Aviation Museum. If you go to the Museum web page,

you can view several other photos of the Hind in its

eagle livery, parked up amongst other exhibits. They

are held under the file name MI24.’

EaglE EyEs

p E r S c o r N E r

persCorNerGPCAPT GRANT CROSLANDACAFPERS

personnel Stats at a glanceThis column for Air Force News is designed to give you an ongoing quick reference of RNZAF personnel strength and uniformed recruitment targets. 1 Jul 07 actual = 2834. 1 Mar 08 actual = 2866. 1 Jul 10 target = 3041. Regular Force attrition rate (12 months to Mar 08) = 10.6%

UK RECRUItMENt PROJECt 117 UK recruits have enlisted in the current project, with four more expected to enlist during FY07/08 under the remainder of the formal project.

OtHER SKILLED RECRUItS The RNZAF is targeting 109 lateral recruits for this financial year, including additional former RAF personnel.

DIRECt ENtRY AND CfR RECRUItING (Indicative figures) – see columns.

fORECASt RECRUIt COURSE NUMBERS 08/1 08/2 08/3

Recruit Recruit Recruit

Jan 08 May 08 Sept 08

tRADE ACtUAL tARGEt tARGEt

ADMIN 2

AVRFLR 4

CIS 10

FIRE 10

MEDICAL 2 3

PHOTO 3

PHYSICAL 4

SUPPLY 9 15 15

AIRCRAFT 19 20 15

ARMAMENT 8

AVIONICS 17 20 15

COMPOSITES 4

MACHINE 4

METAL 4

tOtAL 74 81 70

fORECASt IOtC tRAINING NUMBERS 08/1 08/2 IOTC IOTC

SPECIALISAtION tARGEt tARGEt

RUS AWO

RUS PILOT

RUS ENGR

RUS SUP 1

RUS PSY 1

UOS AWO

UOS PILOT 2

UOS CISO

UOS INTELO 1

UOS SUP

UOS PSY

ASYO (CFR ONLY)

CHAP 2

CISO 2 4

MEDICAL

EDUC 1

MEDADMIN

PSY 1 2

ENGR 4

AWO, SEM 1

PILOT 8 13

AIRENGO

ALMOFF 1

HCMOFF

INTELO

tOtAL 30 35

NOtE: Final IOTC numbers will be based on the outcome of the RNZAF Officers and NCO Aircrew Selection Board (OASB). Other skilled recruits will be considered on a case-by-case basis.

The point of contact for these statistics is Mr Jason Trenberth (Workforce Planning Analyst, Air Staff).

(CFR ONLY)

helpiNG To AchieVe r4 - GeTTiNG The riGhT people iN The riGhT plAce AT The riGhT Time ANd iN The riGhT NumberS.

As something that has been developed only fairly recently, the word

on Project JIB has made it around our Air Force pretty quickly. For

those of you who haven’t caught all of the details, or read the AFO(T),

Project JIB (as in liking the ‘cut of one’s jib’) is about introducing a

more streamlined commissioning process. It allows commanders

to nominate personnel perceived as having particular aptitude

for commissioning in a faster fashion than by way of undergoing

full assessment on the one-week Officer Aircrew Selection Board

(OASB).

The new process allows for recognition of experience and prior

learning of our people in the RNZAF, so that we might better recognise

merit and best utilise skills. Those eligible must be in the ranks of

CPL to W/O and an F1370 form must still be completed. In certain

circumstances, there may also be a need to attend parts of the OASB

(eg to facilitate psychometric testing or interviewing). It does not

replace existing procedures; rather it increases flexibility by adding

another dimension to them.

In terms of the RNZAF Strategic Plan, Project JIB works on two fronts - it

makes the best use of our people (SG2 - Resource Optimisation) and

reduces workload by reducing administrative effort where appropriate

(SG3 – Enabling Processes). In conjunction with a significantly

revamped Module Two of the Initial Officer Training Course (IOTC) - the

12 weeks of the IOTC that CFRs complete - it will enhance the selection

of personnel for commissioning.

While the 08/1 IOTC will concentrate mostly on targetted specialisations

– including AWO, ENGR, CISO, SUP and ASYO – the 08/2 and 09/1

IOTCs will be looking for all applicable trades or specialisations subject

to vacancies. At the end of a 12-month trial for Project JIB the pool of

required junior officers will have been significantly increased. In so

doing, the risk level of certain officer specialisations will be reduced.

The Project JIB process will not only provide benefits for the RNZAF

as an organisation, but will also credit our personnel for what they

are worth; individuals who have accumulated significant knowledge

and skills through both formal and informal training and years of

experience. Ultimately, by better recognising such merit, we can

also make it easier for eligible individuals to take advantage of

commissioning opportunities.

ProJeCtJiB

w w w . a i r f o r c e . m i l . n z | a f N 9 0 m a r c h / a p r i l 0 8 7

p E r S c o r N E r

iNiTiATed iN mid-2005, The rNZAF perSoNNel recoVery mANAGemeNT plAN hAS beeN reNAmed AS The rNZAF perSoNNel reGeNerATioN plAN, WiTh The AbbreViATioN prmp remAiNiNG The SAme.

The change is subtle, but recognises both the

dynamic nature of the plan, and the successes

achieved to date – over 200 more people in the

RNZAF now than on 1 Jul 05.

Retention is a key component of the ongoing

and multi-faceted PRMP and, as advised in

CAFGRAM 07/07, one decision arising from

the Air Force Leadership Board (AFLB) strategic

workshop held on 23 Nov 07 was to undertake a

survey to better understand what matters most

to people, what motivates them to either remain

or not remain with the RNZAF. The survey aims

to update our understanding of what factors

are contributing to attrition. More importantly

however, we want to optimise retention by being

better placed to address the needs and priorities

of our people and our families.

With the assistance of W/O Wal Wallace, the

Maori Coordination Officer, the project has been

given the title, ‘Project RITO – RNZAF Retention

Survey’. The first phase has been completed; an

analysis of existing information to ensure that

we fully understand what is already available

about personnel perspectives and to identify

areas where we need to know more. This has

involved a thorough examination of results from

the likes of exit surveys submitted by people who

leave the RNZAF and relevant aspects of the

Ongoing Attitude Survey (OAtS); an overview of

findings follows.

Essential to any form of organisational ‘social

contract’, both ‘transactional’ factors, such

as pay, and ‘relational’ factors, which include

command and supervision, have been examined.

A common theme to emerge is that career

development opportunities rate consistently as

the most important factor influencing decisions

to stay or leave the RNZAF. Career development

opportunities are also the most often cited

reason why our people would consider leaving.

At the moment, providing pay that adequately

reflects their skill and service is the reason most

departing people say would have influenced

them to stay, and is also given priority as the

factor that currently serving personnel think

requires change. A summary table of overall

findings is given below.

Following on from this analysis, the second

phase of the survey involves a series of focus

groups to be conducted across the RNZAF.

These discussion groups will allow personnel to

have direct input into developing the corporate

understanding of what is most important

about the RNZAF ‘social contract’. Individual

confidentiality is assured, but the outcomes will

be made available to all.

Please do your bit by ‘stepping up’ to enable,

support and participate in the focus groups and

by being open and honest with your opinions

and ideas.

"HuTia TE riTo o TE HarakEkE, kEi WHEa TE komako E ko. HE aHa TE mEa nui o TE ao?

HE TangaTa, HE TangaTa, HE TangaTa!"

"rEmovE THE HEarT oF THE Flax busH and WHErE Will THE bEllbird sing From?

WHaT is THE grEaTEsT THing oF all? iT is pEoplE, iT is pEoplE, iT is pEoplE!".

KEY REtENtION tHEMES wHAt tHIS tHEME MEANS

cAreer opporTuNiTieS Perceivedbenefitsofcivilianemployment

Avoiding‘Institutionalisation’

Promotionprospects

Changeininterestsanddesiredcareerpath

FAmily Separationorthreatenedseparationfrompartner

Supportforpartner’scareer

Familylifestyle(locationstability,pay,predictableworkhours)

Expenseofchildcare

commANd & SuperViSioN Careermanagementdecisionse.g.postings&LWOP

Bureaucracy

Policyapplication(fairness,doublestandards).

Faith&trustincommand&communication

pAy Improvementswouldinfluencepeopletostay;apriorityfor changeforservingpersonnel

WorK coNdiTioNS Changesinworkconditions;resourceconstraints

TrAVel Workingholiday/OEmaximumagelimitsinfluencejunior personnel

getting to the heart

oF tHe mAtterproJeCt rito rnZaf retention surVeY

Camp Kiwi battens down for winter.

a f g h a N i S t a N

hello From AFGhANiSTAN, Where The WeATher hAS beeN cold buT liFe coNTiNueS To be iNTereSTiNG.

When I say cold, I really mean Very Cold! We

got down to a chilly minus 26 degrees here and

it was even colder out at one of the Forward

Operating Bases where one of the patrols is

based. The weather has got a little warmer in

the past week or so and we are busy kidding

ourselves that winter is over.

The locals here have just celebrated a fairly

interesting Muslim Festival called Murharram.

Murharram occurs over an eight-day period

and is the celebration of a battle fought by

Mohammad’s grandson in an attempt to carry

on the family line as the leaders of the Muslim

faith. For those eight days many of the local

people stop work where they can and attend

their Mosques, where the Mullahs preach about

various things.

I was privileged enough to sit in on a meeting

where some of the local Mullahs were planning

what they were going to cover over those eight

days. I was really impressed with their desire to talk to the people about things such as education, fair play for all and living good lives. It seems to be a very popular festival with the locals, and the Locally Employed Civilian’s who work here and who I teach several times a week were certainly buzzing when they came back to work.

It is almost Waitangi Day. We wanted to do something ‘Kiwi’ to celebrate, but the ground is too hard and cold to put a Hangi down and it is too cold to cook a BBQ outside. So, we are having a Hawaiian night for our evening dinner with a quiz to follow. Perhaps the questions will all be about New Zealand?

Finally, by the time you read this, it will be one side of Valentines Day or the other. Did you do something for your special ‘friend’? Don’t forget, both deployed personnel and their families and friends back home can put messages to each other in the Bugle. So even if you missed the big day, you can still send a special message letting your friend know that they are on your mind.

Take care and we’ll see you next edition.

afghaNiStaN

update

4.2.08

festivals and friendships

by SQNldr pAdre ANTS hAWeS iN AFGhANiSTAN

wE gOt dOwn tO a chilly

minus 26 dEgrEEs hErE

and it was EVEn cOldEr

Out at OnE Of thE fOrward

OpErating BasEs

No.3 Squadron personnel depart timor Leste as they are replaced by a fourth rotation.

t i m o r l E S t E

a f N 9 0 m a r c h / a p r i l 0 8 | w w w . a i r f o r c e . m i l . n z

The FirST WeeK oF No.3 SQuAdroN'S FourTh roTATioN To dili, Timor leSTe, WAS AN eVeNTFul oNe.

After arriving on Wednesday, January 23, the detachment’s two Iroquois were in action on Friday in the village of Aileu, around 25 minutes flying time from Dili, as part of an Australian-led capability display in front of the population of the small town.

The display was a combined International Stabilisation Force (ISF) and Timor police effort to demonstrate to the local population how the organisations work together to provide security and stability in Timor Leste.

The RNZAF's role was to deploy four soldiers, who rappelled from the helicopter, into the field. They were part of a wider ISF and Timor police effort to catch a simulated escaped prisoner.

After the display was finished one of the Iroquois landed on a nearby sports field as part of an open day for locals to view the various capabilities of the ISF. On show alongside the Iroquois were Australian armoured personnel carriers and

weapons used by the ISF soldiers. The whole

display was captured by local media and was

attended by the New Zealand Ambassador,

Australian Ambassador and senior figures in

the ISF.

On Saturday RNZAF members joined other NZDF

personnel to form the bulk of two cricket teams

who played the Australian forces to mark Australia

Day in Dili. For the record the New Zealand teams

won both games, and an RNZAF member won one

of the main prizes in the Australia Day raffle run

by the Australian forces.

On the Sunday No. 3 Squadron's hangar was

visited by Timor Leste Prime Minister Xanana

Gusmao. He was escorted by detachment

commander SQNLDR Oliver Bint, and the Prime

Minister took the time to get his photo taken with

the No.3 Squadron detachment.

Following his visit to No.3 Squadron the Prime

Minister lunched with New Zealand and Australian

Defence personnel and in a brief speech to them

after lunch thanked them for their efforts in

bringing peace and stability to Timor Leste.

OnE Of thE irOquOis landEd On a nEarBy spOrts fiEld as part Of an OpEn day fOr lOcals

MR DAVID COURTN

ARMY PR MANAGER

Joint New Zealand – Australian Military Capability Demonstration in the village of Aileu. Soldiers rappel to the ground in pursuit of an ‘escaped prisoner’.

t i m o r l E S t E

w w w . a i r f o r c e . m i l . n z | a f N 9 0 m a r c h / a p r i l 0 8

SGTRickyDaviesbriefspersonnelpriortoflyingintheIroquois.Localchildrengetanup-closeviewofanIroquois.Whoknows,maybethisyoungladmaybeTimorLeste’sfirsthelicopterpilot.

EscortedbySQNLDROliverBint,TimorLestePrimeMinisterGusmaovisitstheNo.3SquadroncompoundattheH-POD.

Aileuvillagerscrowdtowatchthejointdemonstration.

a f N 9 0 m a r c h / a p r i l 0 8 | w w w . a i r f o r c e . m i l . n z1 2

c a d E t S

WiTh The hope oF FiNe WeATher, ANd dreAmS oF SoAriNG The SKieS, TWeNTy Air TrAiNiNG corpS cAdeTS FlocKed To The meTropoliS oF WAipuKurAu For A WeeK-loNG GlidiNG cAmp.

Travelling from as far as Gore and Auckland, cadets received instruction on the ground before taking to the skies under the guidance of volunteer instructors.

With rained-out camps being the norm for the past few years, fingers were crossed as the camp commenced. Luckily for us, but not for the farmers, a drought ensued and flying continued uninterrupted for the entire week. 157 sorties were conducted over the week, with cadets’ personal experiences ranging from ‘I’ve never even seen or touched one’ through to ‘I’m sure I’m nearly solo’, and indeed for one cadet – ‘Guess what, I soloed!’

With catering and medical support on hand by the NZ Army and the RNZAF and behind-the-scenes help from Air Force Camp Pack Up and MT the camp was conducted without a hitch. For many students this was their first opportunity to travel to the North Island, and down-time ensured that they were taken through to Napier for a spot of

atc NatioNal

GlidinG campsightseeing – including the famous Te Mata peak. A few worried looks when we mentioned gliding off it - followed by looks of relief when this was clarified as hang gliding.

Assisted by the gliding clubs from Central Hawke’s Bay (Waipukurau), Hawke’s Bay, and Manawatu-Wanganui this course was a resounding success. The time and effort put in by the volunteers – both pilots and instructors were invaluable and ensured another generation of aviators has reached the skies.

Members of the National Gliding Camp for the Air Training Corps (ATC) in waipukurau.

Cdt SGT Liam McNamara prepares for his flight under the watchful eye of his instructor Malcolm Belcher.

anOthEr gEnEratiOn Of aViatOrs

has rEachEd thE skiEs

c a d E t S

w w w . a i r f o r c e . m i l . n z | a f N 9 0 m a r c h / a p r i l 0 8 1 3

When OC CFS, SQNLDR Shaun Clark, was invited to review the final parades

for the two Southland ATC Squadrons late last year, being an ex-ATC cadet from Invercargill himself, he decided to do so in style. With enthusiastic support from his Boss, COFTW - also an ex-ATC cadet, he headed south in his familiar mount, picking up W/O Buzz Harvey at Wigram on the way. While in Southland, SQNLDR Clark reviewed the final parade and presented the end-of-year prizes at both No 12 (Invercargill) ATC Sqn and No 28 (Gore) ATC Sqn. With a day in between the two parades, he took a number of deserving cadets for an air experience flight in his CT4. Many members of the local communities commented on

how great it was to have the Airtrainer buzzing around their skies and to have the RNZAF support their local young people. In his rousing speech to each of the two parades, SQNLDR Clark recounted how being a cadet in the ATC had helped him in his quest to become an RNZAF pilot and heartily encouraged the cadets to pursue their dreams in a similar way to be able to achieve their own aspirations and goals. Those cadets lucky enough to earn a flight with him really enjoyed themselves and all the members of the two ATC Squadrons really appreciated having SQNLDR Clark review their parades and enjoyed such great support from the RNZAF.

OC Central flying School, SQNLDR

Shaun Clark with members of No.

12 Squadron (Invercargill).

oc cENtral flyiNg School Support SouthlaNd atc cadEtS

No 15 (diSTricT oF TimAru) ATc SQuADRON’SRECENTANNuALPRIzEGiViNG FuNcTioN SAW TWo SpeciAl preSeNTATioNS mAde. Firstly, CDTCPL Charlotte Johnstone was recognised with an Air Cadet Commendation from the Commandant of NZ Cadet Forces, for her calm efficiency during a recent tramping accident. CDTCPL Johnstone was on a Duke

SpEcial prESENtatioNS at thE timaru atc SquadroNof Edinburgh’s Award tramp with three other school friends when their parent supervisor slipped and broke her leg. While her friends went for help, CDTCPL Johnstone made a shelter in deteriorating weather, improvised a splint, made her patient comfortable and waited for several hours until a SAR team arrived. Charlotte said that her ATC training just took over and she was calm because she knew what to do. Well

done CDTCPL Johnstone! The second special presentation was a little more light-hearted. The No 15 Squadron CUCDR, FLTLT Mark ‘Moose’ Morris had recently become a father for the first time and was really surprised to be presented with a specially built rocking chair for wee son Dyllin. We are not sure if Pacific Aerospace provided any design assistance, but young Dyllin has to be the youngest Airtrainer pilot ever.

Cadet Commendation winner

CDtCPL Charlotte Johnstone

and new dad fLtLt Mark

‘Moose’ Morris.

fLtLt Morris with the Airtrainer rocker presented to his son Dyllin by the No.15 Squadron AtC.

c o o k i S l a N d S

‘WHATWEDO SPEAkS LOuDERTHANWHATWESAy,’SAIDGPCAPTGREG ELLIOT IN THISMONTH’SFirST Word columN.A fine example of this philosophy is Armourer LAC Simon Bevington’s fortnight in the Cook Islands earlier this year. Far from being a time of relaxation on a tropical island the deployment, under the auspices of the NZDF’s Mutual Assistance Training Team (MATT), was a full-on programme of hard work in tropical heat and humidity.

LAC Bevington’s professionalism and dedication to getting the job done earned him the admiration and praise of none other than the Cook Island’s Commissioner of Police Pat Tasker. In a personal note the Commissioner said that LAC Bevington had been ‘a great ambassador for the Air Force and New Zealand Defence. His work was tireless and he fitted in well around the station.’

LAC Bevington’s work in the Cooks was two pronged. He was responsible for checking the Police’s arms – standard issue ex-NZ Police rifles, 9mm pistols and SLRs - ensuring their safety, serviceability and overhaul as necessary. In addition, prior to his arrival, the Cook Islands Police had widely advertised an amnesty for the public to hand in their weapons.

LAC Bevington’s job was to check the weapons for safety and operation. A record of the weapons

and a report on their condition, including any recommendation for overhaul, were added to the Police’s data base. While LAC Bevington didn’t have authority to order the destruction of the weapons he prepared a detailed report on the weapon’s general condition for their owner. Most of the weapons handed in for registration were standard .22 rifles and shotguns but there were some surprises including a WW1 era Lee Enfield and an initiator set for a Claymore mine. LAC Bevington had expected to see some homemade weapons but perhaps the owners were concerned such dodgy weapons might lead to difficult questions from the Police.

Working in the Cook’s torrid heat and humidity was the hardest part of the job but he managed to get through a surprising amount of work – ‘much more than I had hoped for,’ said Commissioner Tasker.

LAC Bevington says the Cook Islanders were very hospitable and easy to get on with and he would gladly carry out similar work elsewhere in the Pacific.

high praise forArmoUrer

BELOw: SomeoftheassortmentofarmscheckedbyLACBevington.

BELOw INSEt: One of themoreunusualitemshandedinwasthisstarterkitforaClaymoremine.

Armourer LAC Simon Bevington takes time out from checking weapons on the Cook Islands for MAtt.

aircraft capaBility rouNd up

prepAriNG For FuTure cApAbiliTy

As the Introduction into Service teams have

generally ‘wrapped up’ the planning for

the introduction of the fixed wing systems into

operational service, the teams have moved to the

Implementation Phase of their business.

This has been an opportune time to re-evaluate

the way we do the ‘capability business’ from

‘Concept to Capability’.

Accordingly, back in November 2007, the Air

Force Leadership Board approved a transition

plan to allow the Air Staff Capability Directorate

to re-structure to deliver future capability beyond

the current ‘bow wave’ of major equipments. This

structural transition is well underway and will be

complete by 31 March 2008.

The elements of capability are defined in NZDF

doctrine as the ability to: Command and Inform;

Prepare (for operations); Project (air power);

Protect (our assets); and Operate and Sustain (our

effort). This is known by the acronym CIPPPOS.

The shape and size of the new Capability

Directorate will give it the ability to deal with the

full spectrum of capability across the CIPPPOS

spectrum. Key enablers are to take an integrated

approach to Major, Minor and Discretionary

Projects through a single Capability Roadmap;

the setting up of a Battlelab at Auckland to

experiment and innovate; and the growth of

project management and systems expertise in

the Capability centre of excellence.

By this means, the delivery of effective air

platform protection, fixed wing night capability,

flexible, modern air to surface weapons and effective data streaming systems can be properly

addressed, in a whole of capability manner.

The imporTANce oF operATioNAl TeST ANd eVAluATioNManaging the information required for new

systems is an extremely important part of

introducing new capabilities into service. Some

of you may recall the well publicised saga of the

Tornado F2 fighter entry into RAF service a few

years before ‘Gulf War 1’. It was delivered to the

front line ‘on schedule’ to ensure that the much

heralded delivery date was met and that a ‘NATO

declaration date’ was achieved. Unfortunately,

some of the aircraft delivered had concrete

ballast in the aircraft nose, as radar development

and production had fallen behind the rest of the

project. This was seized upon by the Press, who

dubbed the radar the ‘Blue Circle’ radar after a

well known concrete manufacturer.

The RNZAF is but a short time away from receiving

the first of its upgraded systems back from MoD

contract. All of the fixed wing aircraft upgrades

are unique, with the RNZAF being the first military

customer and operator of the type. While this

presents issues of its own, a major challenge

is understanding what each of the systems

can actually do in the operational environment,

against what we expect and need it to do.

This is why investment in OT&E of the systems is

of critical importance. There are no ‘operators’

manuals’ being delivered to us with tactics and

techniques telling us how to use the systems to

best advantage and avoid the weakest areas

of performance. We have to find this out for

ourselves, whether this be to determine the

best ‘turn-round’ method and time in which to

re-role the B757 from freight to Aeromedical fit,

or providing vital P-3K2 information at the right

time, in the right format, to the right people, in

support of national surveillance tasks.

All of this will require in-depth ‘characterisation’

of the systems and how they interact with one

another and with external systems. Add to this

the complexity of the human/machine interface

(commonly referred to as HMI) and the altered

dynamics of crew interactions, as well as

increased volumes of information, presented in

different formats, and the scale of the challenge

starts to become apparent.

Turning to the moral of the ‘Blue Circle’ radar

story, there is little point in delivering an immature

piece of equipment ‘on cost and on schedule’ if

there is no resultant capability. All parts of the

cost/schedule/capability equation need to be

balanced and a system with the appropriate level

of maturity needs to be taken into OT&E. However

hard an acquisition system tries, no new system is

ever close to operational perfection and systems

must mature in service. In the case of the RNZAF,

we need to conduct OT&E to understand if the

system is fit for the operational environment.

We then need to offset any shortfalls through

appropriate risk management (modified tactics

for example) and play to our strengths.

CAF has recently authorised the use of a bounded

Operational Evaluation (OPEVAL) process to

evaluate the new systems at the end of OT&E and

fully understand the strengths and weaknesses

of our new platforms and their support. For the

introduction of our new capabilities, we are going

to be under the spotlight. All of us need to be

aware of the vital power of information to increase

knowledge and to build (or erode) reputations.

1 5w w w . a i r f o r c e . m i l . n z | a f N 9 0 m a r c h / a p r i l 0 8

a i r c r a f t c a p a B i l i t y

AIR FORCE CAPABILITY DIRECTORATE

BEyOnd thE currEnt

‘transitiOn surgE’

THEMOSTSIGNIFICANTTRANSFORMATIONOFTHEAIRFORCE’SEQuIPMENTANd cApAbiliTy SiNce The 1960S hAS beeN uNderWAy For Some Time. As always, acquisition of new systems has seen some schedule slippage. In complex defence projects, this is not unexpected. Given the scale of our resources set against the challenges the projects represent, New Zealand’s performance in acquiring air systems when set against that of some of its better-resourced friends and allies engaged in the same business, is highly respectable.

The purpose of this capability ‘round up’ is to let you know how we are progressing as we move from the Introduction into Service Planning Phase, to the all important Implementation Phase, explain the importance of Operational Test and Evaluation (OT&E) to this process and provide you with insight as to how Air Force Capability will be developed and delivered beyond the current ‘transition surge’.

B757 maiNtENaNcE traiNiNgFlTlT peTer muNN

FLTLT Pete Munn and a team of 40 Squadron technicians are now on site

at Mobile Aerospace Engineering (MAE) in Mobile, Alabama for training on the upgraded B757. As a precursor to training, the maintenance team has been involved in a wide range of tasks since arriving in the United States. This has included a meticulous review of all the maintenance publications, serial number capture and Squadron SOPs.

Maintenance team members, SGT James Jeffery, CPL Mike Keppel and LAC Chris Harris, were able to assist MAE and Boeing Commercial Aviation Services (BCAS) for a number of days with the wiring of NZ7571.

CPL Garth Haylock has been assisting the MoD Project Team with Quality Assurance inspections and SGT Craig Webber has developed RNZAF course notes from contractor provided training material, which will be used by the Logistics Manpower and Training Centre (LMTC) instructors to teach personnel posted to 40 Squadron.

The maintenance team will also receive training on the cargo loading and handling systems, role equipment, operation and maintenance of the Main Deck Cargo Door and Airstairs. This will be followed by training on the upgraded avionic elements, including the Aircraft Communication Addressing and Reporting System (ACARS), Electronic Flight Bag and SATCOM.

Once training has been completed, the majority of the team will return to NZ to provide 40 Squadron personnel with a ‘differences’ course, which will bring B757 personnel up to date with the new systems. A small contingent will remain for AT&E and return with the aircraft to New Zealand.

In the past few weeks, the team has been able to take in Mardi gras in both Alabama and New Orleans. For most, Mardi gras is a “have to see it to believe it” experience. The Stennis Space Centre in Mississippi is the base for all rocket engine tests used in the US Space programme. Testing of the various rocket engines can be heard from Mississippi to Mobile, Alabama, 170 kilometres away.

Ki Nga Hau e Wha has never been a more appropriate motto for 40 Squadron, with personnel currently in Mobile, Alabama; Edmonton, Canada and New Zealand.

‘ALMOSTREBuILT’Boeing NZ7571 is in the final stages of

re-assembly at Mobile Aeronautical

Engineering (MAE), in Mobile, Alabama. The

complexity of the modification programme

has been particularly evident during this final

integration and assembly phase. The main cabin

is slowly being rebuilt with final wiring, relocated

toilets, galleys, baggage units, internal air-stair,

crew access ladder, overhead lockers and panels

progressively being fitted. This has been a

challenging period for everyone involved.

Fourteen RNZAF personnel deployed to Mobile

in early January of this year to commence

Acceptance Test and Evaluation (AT&E) support

activities for the Ministry of Defence and to

conduct training on the aircraft’s new and

modified systems.

A significant milestone was achieved on February

3, with the successful testing of the Electronic

Flight Bag (EFB). The EFB was successfully

integrated for the RNZAF by the MoD Resident

Project Team in Mobile, in partnership with

personnel from the Directorate of Logistics

Capability, the Introduction Into Service team and

the Integrated Mission Support Squadron.

The palletised seating system to be used for

the modified aircraft has been completed and

B757 upgradE updatE

is ‘mocked-up’ in the hangar adjacent to the

aircraft, awaiting ground testing once the cargo

handling system is fitted to the aircraft.

Ground testing was scheduled to commence in

late February, leading through to flight testing in

Mobile in late March. NZ7571 will be delivered

to Boeing Integrated Defence Systems (BIDS) in

Wichita, Kansas by RNZAF flight crew, following

flight testing in Mobile for fitting and testing of

the military communications and navigation

system components. The aircraft is planned

to return to NZ to commence Operational Test

and Evaluation (OT&E) and graduated tasking in

mid- May 2008.

The second aircraft, Boeing NZ7572, is well

advanced into the structural modifications phase

of the upgrade for the cargo conversion, with

the Door Surround Structure currently in place

and being ‘stitched in’. NZ7572 is scheduled to

commence AT&E in late June.

p-3k2 updatE

c-130 lifE EXtENSioN proJEct updatEA significant milestone in the progress of

the C-130 Life Extension Project has been

achieved at the L-3/SPAR facility in Edmonton,

Canada with the arrival of two crews from 40

Squadron and commencement of formal training

with the company on 22 January 2008.

Seen here are the two crews, captained by SQNLDR

Pete Saunders and FLTLT ‘Gringo’ Anderson, with

members of the Ministry of Defence Project Team

headed by Mr Ian Gibson.

TrAiNiNGThe training course will cover all aspects of the

new systems fitted to the aircraft and prepare the

crews for the Ministry of Defence led Acceptance

Test and Evaluation (AT&E) of NZ7003, the

prototype and first of our aircraft to be modified.

The course will also help in the development of

the training material required to convert current

Squadron crews to the updated aircraft and,

in the future, take ab-initio aircrew from flying

training and convert them to C-130 operations.

Running in parallel with the training course is

the comprehensive ground testing of the aircraft

systems to ensure that the systems meet our

requirements and will be safe to operate in the air.

The complexity of the integrated system requires

us to utilise the Part Task Trainer, a procedural

training tool developed by CAE Canada, which

is specific to the RNZAF aircraft configuration.

Whilst not a full flight deck simulator, the Part

Task Trainer has proved to be an extremely

valuable tool in developing and practicing basic

and emergency procedures and will certainly be

of significant benefit to training when installed

in the new facility in Whenuapai. The Part Task

Trainer development is supported by W/O Kelman

from the Integrated Mission Support Squadron

(IMSS) who has the responsibility of supporting

complex training devices in day to day use.

The RNZAF will also soon provide additional

resource to the Resident Project Team to assist in

preparing the aircraft for use with our Computer

Maintenance Management System (CMMS) and

for the management of rotable items removed

from NZ7004.

Meanwhile progress on NZ7004, the first

production aircraft, continues as components

are progressively removed; these include the

horizontal and vertical stabilisers with the centre

wing due extraction in March. In addition, SAFE

Air limited is working steadily with L3 SPAR in

preparing for the second production aircraft

(NZ7001) which will be inducted into SAFE

later this year. Furthermore, the RNZAF has

also recently committed a number of technical

personnel to work with the NZMOD as resident

team members overseeing the SAFE Air activity.

Back in New Zealand, a number of technical

personnel are preparing to depart for Edmonton,

to join their operational counterparts as part

of the formal training program. Preparations

are also well underway, in order for the RNZAF

to undertake the necessary Operational Test

and Evaluation (OT&E) of this new capability

immediately following the return of NZ7003.

TeSTiNGThe first aircraft is progressing well through

its ground testing and with the training being

conducted in parallel, both the aircraft and crews will be ready to commence the flight

testing programme. As well as dealing with

the rigours of test flying, both the aircraft and

crews will have to cope with the often extreme

weather conditions in Canada, with 20° C below

mornings not being uncommon. On completion of

Acceptance Testing, NZ7003 will return to New

Zealand, to undertake OT&E of the new systems

fitted to extend the life of this sturdy workhorse

of the RNZAF.

NZ4204, the RNZAF P-3K aircraft currently

undergoing an avionics and sensor upgrade

in Greenville, Texas has seen significant progress

during the past few months with many visible

project milestones being achieved. As the project

moves into the sensor and system integration and

testing phase, the complexity and scope of the

upgrade has required an extension to the project

schedule. The delivery date for the prototype

aircraft is now January 2009, some eight

months later than originally programmed. The

highly integrated nature of the aircraft upgrade

requires extensive testing to ensure that each

component and system performs to documented

specifications. RNZAF staff in Texas are working

with the Ministry of Defence and L-3 teams to

ensure that the RNZAF receives a quality product

whilst minimising delays wherever possible.

mileSToNeSVisible hardware related milestones recently

completed include the completion of the Data

Management System (DMS) installation, a

completed ‘fit check’ of the new flight deck

instrumentation and the installation of new

upper fuselage antennas. On the sensor front,

the Radar antenna and Electro Optic turret

installations have been completed. From a

hardware perspective, all that remains is the final

installation of the flight deck equipment and lower

fuselage antennas.

CoNtINuES oVER pAgE >>

All New Zealand personnel plus the crew from NZ7003.

Nh90 critical dESigN rEviEW

SoFTWAre & iNTeGrATioN TeSTiNGThe Systems Integration and Training Lab

(SITL), which is effectively the ‘P-3K2 back end

simulator and test lab’, is being utilised for

daily DMS software testing and subsystems

integration. Weekly software builds are tested by

L-3 engineers to verify the software and hardware

integration processes.

The majority of the sensor sub-systems have

completed their integration practice tests or

‘dry runs’ in preparation for the formal Factory

Acceptance Test scheduled for April 08. The

onsite NZ team has been impressed by the

capability enhancements that the new equipment

will offer and look forward to the day that NZ4204

lands back at home at Whenuapai.

rNZAF prepArATioNS Meanwhile, preparations back in New Zealand

have stepped up a gear with the completion of

the Integrated Mission Support Squadron (IMSS)

infrastructure and the formation of a Training

Design (TD) team. The TD team is tasked with

developing the training packages for the P-3K2

Conversion Course and ab-initio Air Warfare

Specialist (AWS) training. SQNLDR Glen Graham

has been appointed the TD Team lead with

W/O Mork McCorkindale (AWS) and FLTLT Jayd

Hickey (EDUC OFFR) assisting him. SQNLDR

Graham points out that ‘the Air Warfare Specialist

trade will be faced with a diverse range of new

challenges onboard the P-3K2, hence the need to

completely redesign the training courses.’

TrAiNiNGThe 10 members of the P-3K2 avionics team

have completed their prerequisite training in

preparation for their three month deployment

to Texas to undertake contractor provided

maintenance training. The complex nature

of the new aircraft systems has required the

RNZAF technicians to increase their computer

networking and specialist sensor knowledge

prior to deployment. The leader of the avionics

team, F/S JC Thompson, says that the team

members are “chomping at the bit” to get

their hands on the new and exciting systems

onboard the upgraded aircraft. To support the

introduction of the technologically advanced

systems, CTRGG, ACAFPERS, DLC and LMTC

staff have been busy redesigning and scheduling

courses for the technical trades that will support

the P-3K2. An 11-member aircrew team, drawn

primarily from No. 5 Squadron, will deploy with

the maintenance team to undertake P-3K2

system training followed by a period of formal

acceptance testing and evaluation flights. The

challenging training and testing phase will see

the aircrew and maintenance teams in Texas

for up to seven months. As with all RNZAF

capability enhancements, there are many more

personnel ‘Stepping Up’ behind the scenes to

ensure that the P-3K2 introduction and ongoing

operational and logistics support are planned

and professionally managed. The introduction

of the P-3K2 will provide an enhanced level of

capability to the RNZAF, NZDF and ultimately the

Government and people of New Zealand. The

P-3K2 is definitely a STEP UP!

NZ Ministr y of Defence and RNZAF

representatives recently attended the

NH90 Critical Design Review (CDR) held at NATO

Helicopter Industries (NHI) headquarters in

Les Milles, France. Held over the period 26-30

November, CDR was a major project milestone

at which the detailed design of the helicopter

was frozen prior to production commencing.

The review involved a detailed examination of

the proposed TNZA design (TNZA is the RNZAF’s

NH90 variant designation) in order to confirm

that the Crown’s requirements are satisfied.

While there is still ongoing work regarding a few

of the detailed issues raised during the review,

the overall objectives of CDR were successfully

achieved.

While NHI is the NH90 Original Equipment

Manufacturer (OEM) the helicopter is actually

manufactured by four Partner Companies (PCs).

The PCs are Eurocopter (France), Eurocopter-

Deutschland (Germany), Stork-Fokker (The

Netherlands) and Agusta (Italy). The PCs

act as NHI’s subcontractors with delegated

responsibilities for the design, development,

production and qualification of specific aspects

of the NH90. A lead PC is appointed for each

customer and is responsible for the final

assembly and qualification of that customer’s

NH90 variant. The lead PC for the TNZA is

Eurocopter with final assembly being undertaken

at their facility at Marignane, France.

The first TNZA is scheduled to be delivered to

the Crown in France in late 2009 and, in order

to meet production schedules, the PCs have

already begun manufacturing the TNZA fuselage

modules. Once completed, the modules will be

transported to Marignane for fuselage mating

(circa April 2008) and for subsequent component

and systems integration, testing and qualification

prior to the delivery of the prototype aircraft.

thE first hElO is schEdulEd

tO BE dEliVErEd tO thE crOwn

in francE in latE 2009

P-3K2 flight Deck trainer

oN 30 JANuAry 2008, SQNldr ShAuN JohNSoN TrAVelled To The eurocopTer deuTSchlANd (ecd) FAcTory To pArTicipATe iN A ceremoNy To celebrATe The compleTioN oF The FirST NZdF Nh90 (TNZA-01) FuSelAGe moduleS.Although NH90 fuselage modules are produced at a number of locations throughout Europe, all TNZA centre and forward fuselage modules will be manufactured at the ECD facility, with the rear fuselage sections being manufactured at the Agusta factory in Southern Italy. After assembly in Germany and Italy, TNZA fuselage modules are transported to Eurocopter France (Marignane) where they are glued and riveted together before entering the NH90 Final Assembly Line. TNZA-01 is scheduled to enter the Marignane Assembly Line in April of this year and will be ready to commence test flying by Jan 09.

SQNLDR Johnson is currently seconded to NZ MoD as the Engineering Manager of the Crown’s NH90 Project Team at Eurocopter France. He has been with the TNZA project since 2004, moving to Southern France in Nov 06 with his family. When asked for his thoughts

on representing the Crown at this ceremony, SQNLDR Johnson stated:

'participating in this ceremony was both an unusual and rewarding experience.

it was unusual from an rnZaF Engineer’s perspective as, at first glance, the nH90 fuselage sections resembled parts of a large plastic model. apart from a handful of metallic components in areas of extreme temperature, wear or loads, the nH90 is almost completely made from composites. Yet the individual composite beams, frames and panels are held together with traditional aircraft fasteners such as bolts and rivets. This mélange of traditional

and modern aircraft manufacturing techniques means that as well as being incredibly light, the nH90 fuselage can be repaired using many of the maintenance techniques that our aircraft technicians are already familiar with. Exterior panels and even some primary structural components can be de-riveted and replaced or repaired if damaged.

as a member of the project team, this experience was very rewarding. seeing and touching our first fuselage components provided me with the first tangible evidence of the many thousands of hours of work that have gone into the nZdF medium utility Helicopter project. i think it is important to remember that personnel from all corners of the nZdF and mod have contributed to this project. From the first draft of the Iroquois replacement study, to TnZa nH90 Critical design review held in France late last year, the success of this project has relied heavily upon nZdF support.

of particular note, the mod project Team in France could not function without the dedicated support of the rnZaF directorate of logistics Capability and introduction into service Team members. so i was both proud and humbled to attend this ceremony as the representative of everyone who has contributed to this project thus far.'

BREAKDOwN Of NH90 PARtS AND tHEIR ORIGIN

EUROCOPtER (FRANCe)Power plant – rotors electrical system

Flight control system

Core avionic system

Assembly line for New Zealand, France, Sweden, Finland, Greece, Oman, and Australia.

EUROCOPtER (GeRMANy)Forward and centre fuselage fuel system

Communication system

Avionics control system

Common and TTH mission systems

Assembly line for German TTH and NFH

AGUStA wEStLAND (ITALy)Rear fuselage – main gear box

Hydraulic system

Automatic flight control system

Plant management system

NFH mission systems and integration

Assembly line for Italian, Dutch, Portugese and Norwegian NH90

FOkkeR (The NeTheRLANDS)Tail structure – doors and sponsons

Landing gear – intermediate gear box

SQNLDR Shaun Johnson (left) accepts the forward and centre modules of TNZA-01 from the Eurocopter Deutschland NH90 Production Line Manager Alfred franz in Donauworth, Germany.

TNzA#01centrefuselagemoduleatEurocopter-Deutschland’sDonauwörthfacility.

TNzA#01frontfuselagemoduleatEurocopter-Deutschland’sDonauwörthfacility.

N o r p a t

It’s cool and clear as number three crew of 5 Squadron and their intrepid civilian make their

way across the tarmac at Whenuapai Air Force Base towards a gleaming grey P-3K Orion waiting patiently in the early morning sun.

Once we have clambered aboard, the aircraft becomes a hive of activity as the crew get busy making final checks to their instruments and the aircraft while the food is loaded on and packed away with an ease that belies its volume.

It’s late January and the first Northern Patrol (NORPAT) of the year is about to get underway. These patrols assist neighbouring Pacific countries with the monitoring and surveillance of vessels in their vast Exclusive Economic Zones (EEZs). This trip was to conduct surveillance around the EEZs of Samoa, Tonga and Vanuatu.

With a world-wide depletion of fish stocks and the need for more sustainable fishing practices, countries need to actively monitor who is entering their waters and what they are doing. In the case of many Pacific countries, with EEZs so much larger than their actual land mass and without

the necessary resources, the partnership with the RNZAF is a welcome addition to the work of their own patrol boats.

Back in the aircraft, pre-flight briefings from the captain, pilot and tactical coordinator outline the aims and goals for the day. There is a safety briefing and then it is time to strap in. The propellers whir until they become a silver blur and we are off.

For the intrepid civilian on her maiden military flight, the excitement level has gone through the roof.

It soon gets a whole lot more exciting as preparations are made for a light load drop of mail for the Department of Conservation staff based on the remote Raoul Island.

While SGT Peter Dennis and CPL Rebecca Wilkins don their safety gear and get into position by the door, pilot FLTLT Russ Simons, who is in communication with DOC staff on the ground, brings the aircraft in low over the drop zone.

The door is opened and there is a rush of wind.

After a practise run SGT Dennis and CPL Wilkins prepare themselves for the real thing and standing precariously close to the edge push the load out. Airmail in the most literal sense.

Reflecting on her experience while winging her way across the seemingly endless vista of the Pacific Ocean, 20-year-old CPL Wilkins laughs as she says, ‘I was absolutely terrified. It was pretty frightening. I had to sit down afterwards!’

first paCifiC patroLFor 2008INTRePID CIVILIAN, NeW RNZAF PuBLIC ReLATIONS ASSISTANT

ANNA SUSSMILCH, REPORtS ON NO.5 SQUADRON’S fIRSt PACIfIC PATROL (NORPAT) FOR 2008.

AEOP CPL Rebecca wilkins

Co-pilot fLtLt Russ Simons (left) and flight Engineer CPL Graham Springall in the cockpit.

N o r p a t

Before embarking on this adventure, tales had been told about the food that is eaten on NORPATs. As it turned out these were not mythical stories but true in every sense. With chef Sgt Dennis and the rest of the crew and intrepid civilian taking turns as sous chefs and waiters we were treated to bacon and eggs for breakfast, steak and salad for lunch and sweet treats that would make any small child think all their Christmases had come at once.

As we continued on our northward journey it was not long before a vessel was picked up on radar. Long before it is spotted from the flight deck, F/S Sean Rogers is able to watch the ship’s movements via a surveillance camera mounted to the underside of the aircraft. Visual information - the name and type of ship - is compiled and passed on to HQ Joint Force. From there, in this instance, it goes to the Ministry of Fisheries.

For Fielding local F/S Rogers this environment is why, after ten years with the RNZAF and two stints on Operation Enduring Freedom he

still relishes coming into work each day. ‘I like the unpredictability of it and the challenging environment.’

As we get closer to the vessel, the Orion quickly drops altitude; the knees go funny with the G Force and the ocean seems just metres away. As we fly overhead SGT Dennis takes photographs of the ship. The information from the images assists the authorities in determining whether the vessel has jurisdiction to be fishing the area.

As the radar picks up more vessels the crew work together to come up with a plan to identify all the vessels and ‘rig’ them in the most efficient manner.

Supervising the tactical rail SQNLDR Danny Lazet says it’s about combining the information you get from the Navigator, optics and radar. There is also the need to plan ahead. ‘You have to deal with contingencies and be thinking a few hours ahead of the mission plan.’

When it all comes together SQNLDR Lazet says there is a satisfaction that comes with achieving the mission’s aims.

The up and down movement of the aircraft as it continued its surveillance saw the slightly green intrepid civilian seek out a stint in the cockpit. The views of the Pacific Ocean and morphing cloud sculptures act as an instant cure, together with the often amusing banter between the pilots,

FLTLTs Simons and Campbell Hardey and the

two flight engineers, SGT Paul Allen and CPL Graham Springall.

As jokes are exchanged it is easy to see why for FTLT Hardey this is his dream job. “I always wanted to fly, ever since I was about six years old.’ Since he joined the RNZAF straight out of school FLTLT Hardey has been with the Air Force for eight years, the past four with No.5 Squadron.

As captain there is also a supervisory element to FLTLT Hardey’s role which begins with the planning of the flights, the gathering of weather and airfield information, discussing plans with the tactical coordinator and bringing the rest of the crew onboard with the mission’s goals and objectives. There is also the need to manage crew safety and fatigue.

After three days of surveillance around the Exclusive Economic Zones (EEZs) of Samoa and Tonga a cyclone off the coast of Vanuatu meant an early return to New Zealand. But the show wasn’t entirely over.

As the aircraft arrived at Whenuapai, FLTLT Simons was preparing to perform his first buzz and break. It was an incredible view from the flight deck as we sped over the runway and banked hard to the right. As the roofs of nearby houses seemed unnervingly close the intrepid civilian was left thinking commercial flights are going to be as dull as watching paint dry from now on!

Surveillance of a vessel during the first NORPAT of 2008.

the tac rail working hard. AEOP f/S Sean Rogers in the foreground and AEO fLtLt Adam O’Rourke.

thE OriOn quickly

drOps altitudE;

thE knEEs gO funny with thE g fOrcE

and thE OcEan sEEms just mEtrEs

i o t c r E v i E W

AFo(t) 21-2006

reView of rnZaf offiCer training

DeVeloPiNg oFFiCersSQNldr Al mciNToSh, Xo TGhQ

bAcKGrouNd In October 2006, CAF initiated a review of RNZAF Officer Training - from Officer Cadets to Flight Lieutenants. The Training Group Project Officer (Mr Brian ‘Bunny’ Warren) sought wide participation through surveys, electronic data collection and direct input, including consultation and collaboration with other Services, civilian agencies and overseas militaries. Training Group analysed this data and has developed a brand new training continuum for junior officers. The AFLB has agreed to implement this as a trial through 2008, which follows the highly successful rollout of a revamped NCO training continuum in 2006/7. Today, the NZDF, overseas militaries and many civilian industries are focussing on the importance of quality leadership development, hence this trial has potential to generate much interest.

So WhAT hAS beeN doNe?The review focussed on two main areas; the Initial Officer Training Course (IOTC), and the Professional Military Development (PMD) of officers through to Squadron Leader. This latter phase is now being called ‘intermediate’ PMD. It was widely acknowledged that the timing of previous junior officer courses never suited everybody. The onus will now be on individuals and their commanders to take the new modules at the optimum time for them. Preparation for promotion will no longer be linked to the old FLTCDR course, but will instead comprise a continuum of developmental opportunities designed to bridge the training and education gap between IOTC and Junior Staff Training (JST). Furthermore, 2008 will be the last Junior Staff Course run on behalf of the RNZAF. In order to cater for the significant increase in joint and combined operations, the New Zealand Defence

College (NZDC) has been tasked with designing

and developing a new joint course (Tier 2)

expected to come into effect from 2009.

WhAT hAS chANGed oN ioTc?The review recognised that the current IOTC was

of a high standard, but recommended greater

emphasis on ‘who we are’, as warfighters,

and our RNZAF Mission. Our Strategic Plan

foundations challenge us to pursue continuous

improvement, so drivers for reviewed IOTC were

‘Focus’, and ‘Enhancement’. There will be a

greater focus on Airpower and our place within

it as RNZAF leaders and followers. The course

will embrace RNZAF-specific ‘culture’, how that

fits within the wider NZDF mission, and how

our ‘personal’ values need to align with RNZAF

values in our role as professional military Airmen.

The course will also place greater emphasis on

taking responsibility for our development and

that of subordinates. This includes the ‘softer’

interpersonal skills of coaching, mentoring and

counselling to allow greater engagement with

‘our people’. As always, there was demand to

place more into the course. However, through

careful optimisation, the overall length has been

shortened slightly compared to previous IOTCs.

WHAT’SINTHISFORCFRS?The old IOTC has been something of a disincentive

to NCOs seeking commission, and who would like

to see a shorter course, which gives greater

Recognition of Prior Learning (RPL), whilst

lessening the impact of releasing them from

the workplace. Some may also have been put

off by ‘war’ stories of the military induction

aspects of previous courses. However, the good

news is that this IOTC will be different; all the

exercises and tasks are being revamped. Most

importantly, the DS are determined to create

a positive environment for all trainee officers

by ensuring relevance to RNZAF operations.

Bed-packs disappeared completely from CRTS

a couple of years ago and a range of practices

are under similar scrutiny. OCCRTS, SQNLDR Phil

Bedford, sums this up by describing all trainees

at CRTS as Squadron members who will be

treated as adults. The intent of IOTC is to provide

a foundation of analytical thinking, command

and management skills for officers embarking

on 15- plus year careers; as he says, ‘CRTS is

here to train officers and not officer cadets’.

Module 2 for CFRs has been fixed at 12 weeks

for the initial trial, which is slightly shorter than

previously. Further analysis will be undertaken

to look at whether this might be shortened

further, without compromising the integrity of

the revamped curriculum. In the meantime, CFRs

should approach the new IOTC with an open

mind and a willingness to fully participate, whilst

maximising their opportunities for success.

iNTermediATe oFFicer TrAiNiNGThe new Intermediate Officer PMD (i.e. between

Officer Cadet and Squadron Leader) will comprise

four key modules which replace the existing ad

hoc courses. These are: Service Writing, Military

Discipline, Management, and Leadership. Some

aspects of current training will carry forward,

but be better located, whilst other aspects will

be entirely new. The modules will be delivered

in a blend of electronic, distance learning,

experiential and classroom environments.

The modules enable professional development

to be matched against an individual’s career

milestones (e.g. specific leadership skills training

can be undertaken just prior to assuming aircraft

Captain responsibilities). This is a change from the

previous ‘one-size-fits-all’ approach. Additional

post-graduate modules may be developed over

time to augment this intermediate curriculum.

i o t c r E v i E W

thE cOursE will EmBracE

rnZaf-spEcific culturE...

and hOw Our pErsOnal

ValuEs nEEd tO align with rnZaf ValuEs in Our rOlE as prOfEssiOnal

military airmEn and airwOmEn.

Personnel who lead civilian staff, or who have

responsibility for cost centre management, for

example, may receive tailored training packages

when they are needed most.

The biG picTureThe development of an RNZAF Officer, (or

W/O, NCO) is now greater than individual

branch or trade elements, and the traditional

‘generic’ model. All members of the RNZAF

are expected to be specialists in warfighting in

the third dimension (air and space). Our future

personnel may find themselves employed in Air

Operations Centres, or other single-service, joint

or combined environments. These situations

are likely to require use of ‘cutting edge’

technology in fields such as Command, Control,

Communications, Computers, Intelligence,

Surveillance and Reconnaissance (C4ISR)

leveraged off Network Enabled Capability (NEC).

The intention is to develop additional Tactical

Agency Training to provide personnel with the

knowledge and skills required to operate in

this environment. Once again, it is stressed

that individuals need to take ownership of their

personal PMD in partnership with Command,

to ensure they position themselves for the

challenges ahead.

TrANSiTioNiNG To The NeW model2008 is a trial of the new arrangements. CRTS

has been busy developing the new IOTC over

several months and have begun implementation;

further work is still needed to develop the

Intermediate Modules and specific delivery

packages. Collaboration will be required to

de-link course completion from promotion and to

ensure that nobody is adversely affected by the

new arrangements. Some patience and tolerance

may be required during this transition period as

we work to align expectations with a new way of

doing business. But rest assured, the result will be

better upskilling for you, and a more professional

Air Force. The end state is that tomorrow’s RNZAF

Officers experience challenging and relevant

professional development, tailored to meet their

needs and those of a modern Air Force.

OCDts Pivac and Anderson with the computer package, which exercises the students' leadership, communication and decision-making skills around the scenario of a space mission.

W E t a W o r k S h o p

ANINTERESTINWETAWORkSHOP’SmilliNG mAchiNeS ANd hiGh Tech 3-d compuTer SySTemS SAW memberS OFOHAkEA’SAvIONICSFLIGHTPAyA ViSiT To The WelliNGToN-bASed COMPANy’SFACILITIES.While there’s a world of difference between

what our people use milling machines and

computer design for, going to the sharp end of

the technology was certainly an eye-opener for

our Avionics Flight people. SGT Mark Harpur

tells the story.

An invitation was recently extended to a number

of personnel from Avionics Flight at Ohakea to

have a tour of Weta Workshops in Wellington.

Most of us have heard of what they do at the

facility and we have all witnessed some of the

things that they create either on the movie

screen, at exhibitions or even the Air Museum

at Omaka.

Weta Workshop is a warehouse that creates

physical images to be used mainly in the movies.

The statues they create are amazingly lifelike. It

is only when you touch them that you can tell

that they are actually made out of polystyrene,

as I reached out to touch Golem a creature from

Lord Of The Rings, I half expected him to jump

out and bite my hand!

The basic principle of forming the majority of

their work is to create a small scale model of the

image that they intend to produce, digitally scan

it, expand it to whatever size they require and

finally send to a milling machine for production.

The 3D milling machine was capable of producing

items made from polystyrene, aluminium etc and

for one recent production they turned out over

5000 swords in less than three months. Now

that computers are considerably more powerful

it has also enabled the artists to sculpt relatively

small models and then computer enhance them

to the requisite size as opposed to making

large and cumbersome visualisations. It was

interesting to see that a lot of the machines and

equipment were scratch-built by those personnel

and this highlighted a similarity to some of the

things that we do in the Avionics trade. We have

personnel designing and building test sets for,

amongst other things, the Radar Altimeter, PCB

milling machines as well as building power

supply units for NVG displays. In his spare time

one technician was tinkering with a small jet

engine to see if he could get it to work and then

see what use it would be for future tasks that

came their way.

One job they were doing that really highlighted

the fact that we were seeing a different world

was what they were doing to a couple of

brand new 4WDs. These cars were going to be

systematically stripped and turned into beaten

up old weather worn vehicles. They were then

due to be shipped off to the other side of the

world. From leaving the factory until going on

the scrap heap they would have around 50

kilometres on the clock. Having owned some

dodgy cars in my time I left that area with my

eyes moistening.

Right next to the imminent car destruction there

was a sculptor busy making a lifesize dragon-

head with the body under construction next to

tours weta worKshopoHAKeA AVioNiCs FligHt

W E t a W o r k S h o p

a large drawing on the wall behind it. All out of

polystyrene and the finished model was going

to be over 15-20 feet high.

As you can imagine there were props all around

the ‘factory’ and you went around saying that’s

‘such and such’ and that was in that film or this

film etc. In one corridor there was what can only

be described as an armoury and aptly named the

‘weapons wall’. There were all kinds of different

weapons and fake guns displayed on the wall

(all made of polystyrene, rubber, aluminium

etc). There was one of each kind made for Lord

of the Rings and King Kong on display but they

have hundreds in store.

The most impressive aspect of the whole visit

was the people. Richard Taylor the Managing

Director and Creative Director of Weta Workshop

even made time for us and was waiting at the

end of the tour to make sure that we had seen

everything and to ask us what we thought and

answer any questions. Everyone that we met

was happy to chat about what they did (if they

could, as even we had to sign a confidentially

agreement before going in), explained things

to us and how they did this or that to create

the result they wanted. Their work ethic is

determined by their imagination, they did not

seem limited to just doing the job at hand,

they did not clock watch but got on with what

they wanted to achieve. The end products are

a testament to their professionalism, patience

and attention to detail. They were warm and

very friendly and prepared to let us see what

we could, we even got to handle their Oscars

and Baftas. All in all it was a very rewarding and

eye- opening experience.

thEy turnEd Out OVEr

5000 swOrds in lEss than

thrEE mOnths

in OnE cOrridOr thErE was what

can Only BE dEscriBEd as an

armOury and aptly namEd thE ‘wEapOns wall’

LEft: weta workshop’s ‘creations’. ABOVE: Avionics flight personnel at the workshop. RIGHt: Marc Harpur and Richard taylor.BELOw: Gollum from ‘Lord of the Rings’.

a S h B u r t o N a v i a t i o N m u S E u m

2 6 a f N 9 0 m a r c h / a p r i l 0 8 | w w w . a i r f o r c e . m i l . n z

the memorial display.

At 0530 on the morning of Thursday 22

October 1942 the good people of Ashburton

awoke to the drone of aircraft engines as the

dawning sky to the east of the town came to life

with yellow Tiger Moth aircraft. The aircraft, RNZAF

Station Ashburton’s new resident unit from No.2

Elementary Flying Training School (2EFTS), were

flying familiarisation flights on their first day back

from New Plymouth. In the months ahead the

Tigers were to become a common sight as their

pilots went about the deadly serious business of

becoming future bomber and fighter pilots. The

Station only closed on 14 October 1944 when

the demand for pilots had largely been met and

training schools were being downsized.

In the almost two years it operated a total of 1192

trainees completed their 60 hours of instruction.

Another 300 were rejected as unsuitable for

medical and other reasons. In those two short

years Ashburton Airfield was a very busy place

with well over 80,000 hours flown by 2EFTS .

From then until now the Ashburton Aviation

Museum has gathered together the history and

memorabilia of Ashburton’s wartime airbase so as

to present a comprehensive public display of this

unique part of the town’s history and fabric.

Hosting the ‘65’ Anniversary was an opportunity

to have one last gathering of the remaining

wartime Base personnel, to fly the RNZAF ensign

over the Station and to unveil a Memorial Display

plaque.

And so it was that, as planned, Saturday 24

November 2007 dawned fine and clear.

By 0900 aircraft were taxiing in – Russell Bridie’s

new Tiger Moth, an aircraft that served at RNZAF

Station Ashburton and repainted in the colour

scheme of that era. It was joined on the flight

line by an RNZAF CT4E Airtrainer in today’s

elementary yellow colours not unlike the Tiger

Moth beside it – a case of the old and the new.

People were also arriving many from the wartime

Base. A team of ladies catered for the veterans

throughout the day.

At 1100 the RNZAF ensign was raised once

again over the former Base by two airwomen,

part of a strong detachment from RNZAF Base

Woodbourne. On parade along with the RNZAF

detachment were cadets from the Ashburton and

Timaru ATC Squadrons.

The 200-strong crowd then moved to the

museum for the official unveiling of a memorial

display commemorating the five airmen who

lost their lives while serving at Ashburton.

Representatives of the Museum, the RNZAF, the

RSA and Ashburton District Council spoke briefly

before laying wreaths.

A magnificent three layered cake made by Arcadia

tearooms was representative of the original

Ashburton base personnel and today’s Air Force.

An aerobatic display by the airfield’s Yak 50 and

a RNZAF Airtrainer topped off the afternoon.

The RNZAF ensign was lowered at precisely

1600hrs.

For more information on the ashburton aviation museum contact: po. box 432, ashburton or phone 03-308 6408.

oN 24 NoVember 2007 AShburToN AViATioN muSeum rAN A Very SucceSSFul 65Th ANNiVerSAry celebrATioN For rNZAF STATioN AShburToN. muSeum hiSToriAN mr J.G. chiVerS TAKeS up The STory…

AsHBUrtoN’s ANNiVersArY ‘65’

The RNZAF ensign flies above RNZAF Station Ashburton once again. the ensign party, from Base woodbourne, were L-R: AC Cindy tregoweth and AC Lauren O'Connell.

the 65th Anniversary cake. the 200 plus people who came for lunch polished it off.

E l E c t r o N i c t r a i N i N g

cpS (or clASSroom perFormANce SySTem) iS AN elecTroNic clASSroom TrAiNiNG mechANiSm AlloWiNG iNTerAcTioN by STudeNTS.

It was introduced as a trial programme with Avionics training under the auspicious of Electrotechnology Training Squadron initiatives. It has proved a success and is now gaining favour within the training environment as a student ‘engagement’ tool. CPS was shown on the recent Technology Road Show by the Training Aid Review Project Team last year.

CPS is an interactive response system that provides a mechanism for students to reply electronically to questions posed on a subject. Think if you will, of Sony’s PS2 ‘Buzz’ game that comes with trade related questions on the subject material being taught. Questions can be multi choice, Yes / No, True / False, or numeric. Individual hand-held ‘clickers’ allow every trainee to respond to the posed questions during the class without peer pressure, be it anonymously (if activated) or as a team / group. Display rate of the questions is timed (either manually or automated) where constraints are added to ‘up the ante’ and increase the challenge. Points can be assigned if desired and results tracked. Awarding of chocolate fish still remains the domain of the instructor! CPS has proven to be competitive, addictive (CTRGG and CO GTW can confirm this!) and an excellent mechanism to rapidly check on knowledge retention for a particular lesson.

The ‘clickers’ communicate wirelessly through proprietary software on the instructor’s computer,

so responses are available for all to see (via data projector or screen). Individual responses are recorded for assessment and tracking purposes. The instructor is able to review instantly what the learning needs are and in particular, that of an individual. Should results indicate difficulty with a particular group, individual or subject, this can be addressed and corrected early, prior to the ominous ‘phase failure’ result. CPS provides a prompt for the instructor to intervene early if a student is struggling, hopefully alleviating post failure remedial hurdles.

CPS integrates closely with installed MS PowerPoint, but can also be used spontaneously through ‘verbal questions’. Settings can be easily changed to provide extra challenges like bonus points for the first correct answer, varying difficulty grades, or marks off for wrong answers. Some construed CPS as a game and they may be right, however it is a mechanism to easily gauge results. CPS’s potential lays for utilisation throughout a lesson and not just as a quiz generator. The NZ distributor indicates that 12-15 mins of ‘quality’ learning time is provided immediately after a CPS session while

the students are invigorated, receptive and focussed. The internal ‘Grade book’ function of CPS provides a tracking mechanism for results against each student. These are based on time to answer a question, whether the answer was right or not, whether a student changed their mind and how many times, whether a student does better on a specific part of the subject etc. Built-in analysis if you will, that can provide results throughout a complete course. The system is RF based (wireless) and as such is more reliable than the earlier infr-red version but requires JISA approval to use. The NZ Army use the IF system and has already had the software cleared for use on the NZDF computer network, which simplified GTW’s introduction. Software installation must be on a respective C:\ drive, as it is non network centric capable. Additionally, the desired location of the units must be also approved by JISA as the RF connection is an issue. The ETS trial was conducted using a stand alone Laptop PC which alleviated most of JISA concerns, until the system was proven and subsequently approved for ETS integration. The units come in ‘class sets’ where any combination of numbers may be used (max 32 per hub), so long as each installation has its own respective RF hub. Typical ETS use is for sets of 12, so additional hubs have been purchased accordingly and the ‘class sets’ divided as required.

If you seek the chance to ‘phone a friend’, ‘50/50’ or ‘ask the audience’, then good luck, but ETS can engage its students with ‘e-learn quiz’ now. CPS will be coming to a classroom near you: watch for it.

ExcEllEnt mEchanism tO rapidly chEck On knOwlEdgE

rEtEntiOn

CPsNO, It IS NOt A MEDICAL CONDItION, BUt It MAY PAY tO LOOK OUt fOR It.

FLTLT‘CHuRCHy’JEREMyCHuRCHrNZAF eXchANGe oFFicer, 2FTS

r a a f E X c h a N g E

‘Pearce Tower, Viper 266 (two sucksty sucks), right initial runway 18.

Viper 266 (two seexty seex), Pearce Tower, gidday, two ahead, plus five circuit, plus one tracking for high key’

It’s a simple thing but the call sign of the past few generations of the kiwi exchange officer to Number Two Flying Training School (2FTS), Royal Australian Airforce (RAAF), Viper 266, has kept many a RAAF pilot and student amused. In fact the banter has well and truly spread to the air traffic controllers. The way I see it is that we beat them in the rugby (well most of the time), we win the netball, (well, up until last year we did some of the time) and we reign supreme in the cricket (now that’s probably blatant Mountain Dew), so the least I can do is give them a laugh every time I transmit on the radio.

The QFI exchange posting to 2 FTS at RAAF Base Pearce in Western Australia has for a long time been something that I was keen on doing. So it was fortunate for me that my situation at the time enabled me to apply for this exchange.

The first thing that strikes you on arrival at 2FTS is the size of the unit and the scale of the pilot training operation. With over 13 000 people in the RAAF and a requirement to produce 65

pilots every year it is inevitable that the overall scale of things would be larger than back home. From the amphitheatre-like classrooms, the 50 or so offices for staff, and the 22 PC-9s parked out the front, a busy flying programme starts to take on a new meaning.

On average 2FTS aims to fly approximately sixty student sorties every day and with up to seventy students all wanting to progress another flight toward their coveted Wings, it is little wonder that the rate of effort is what it is. When you sprinkle into the mix the Singaporeans completing their basic flying training on the S -211 (basic jet trainer) and 79 Squadron training recently graduated pilots on their Basic Jet Conversion, Pearce’s airspace seems much smaller than the 3000 square nautical miles it actually entails. As such it is not uncommon to receive a radio call from the Control Tower such as the one mentioned at the start of the article. Needless to say my lookout has improved somewhat over the 14 months I have been here at Pearce.

The RAAF students are almost identical to those of the RNZAF and the graduated Wings Student of a very similar standard. So whilst there are a few nuances with the RAAF way, instructing here is not dissimilar to back home.

The students at 2FTS arrive having completed their ab-inito training on the CT-4B at Tamworth in NSW. After their first solo at GF 6 (general flying) the students first check flight is their IRT. Following successful completion of this initial instrument phase the students go on to be trained and tested in advanced general handling, formation, navigation and night flying, before the final phase which is a combination of all of the above aspects, originally named ‘Combos’…They graduate having flown in the vicinity of 190 hours, 120 -130 of which are on the PC 9.

The PC-9 is a brilliant aircraft with the diversity of operations combined with its high performance making it challenging and enjoyable to fly. A typical day for a QFI at 2FTS sees you flying between two and three times a day and making your contribution to a variety of ground based tasks. These vary from technical lectures through to solo student supervision as the Duty Instructor in the Control Tower.

It’s not only the Squadron that’s bigger but also the Continent. With a top speed of over 300 KIAS, and a comfortable cruise of 260 KTAS at 18,000 ft, sitting back in the PC9 is a great way to see Australia. That said, the landscape of

ViPer266doing it the Kiwi waY in wa

A view from the student (sitting) in the back seat during the thunderbird. that’s the back of my head in the front seat.

r a a f E X c h a N g E

a typical day fOr a qfi at 2fts sEEs yOu flying BEtwEEn twO

and thrEE timEs a day

flat red dirt does become somewhat repetitive on the five and a half hour flight to Adelaide. Although this beats the three to four days driving it would take to get there by road, and I did cross a time line (that didn’t happen much for me in the Huey around New Zealand), QANTAS gets the nod for Trans-Continental travel.

In addition to the Adelaide trip I have been fortunate enough to cover much of WA’s coast, line with work. From Albany down south, the last port the ANZACs saw before Gallipoli, all the way up to Exmouth and the Ningaloo Reef toward the North-Western tip of Australia. While there is plenty of red dirt about there is also some stunning reefs up north (just ask SQNLDR Shaun Clark about the blow fish!) and plush vineyards down south.

All that said I should not forget to mention the city of Perth itself. Known as the ‘Big Country Town’ there is much to love about the city. Don’t be disheartened by most shops closing at five, including supermarkets (even ‘Palmy’ has a twenty-four hour supermarket), and Sunday trading being limited to all but a handful of tourist stores. These minor inconveniences are far overshadowed by the abundance of golden sandy beaches, plethora of outdoor ‘meeting places’ and warm weather. In fact the reason everything is closed on Sunday is because most people are at the pub or on the beach, or in the case of ‘The Cott’, at the pub on the beach.

If you find yourself in a position to come on this exchange then do it without hesitation. Likewise if you are planning a trip and wondering where to go then come to Australia, but don’t just stop on the East side, venture across the Nullabore to Perth. When I left New Zealand in October 2006 I had to put aside the halcyon summer fishing around the Manawatu, the long winter days of cutting fresh tracks at Mt Olympus and the crisp refreshing taste of a Friday afternoon Speights.

What I got in return was a seemingly endless supply of warm summer days, golden beaches, sensational surfing and kite surfing, and the Left Bank. I look forward to heading home when the time comes, but for now there’s a sea breeze that needs a kite surfer and a RAAFie student who needs to be taught the Kiwi way…..

ViPer266

FLTLTChurchcanbecontactedatRAAFBasePearce,WA.jeremy.church@defence.gov.au

'Pitching into the circuit'

thunderbird formation AtA, taken on the return to RAAf Pearce.

a i r f o r c E m u S u E m

Col lect ions technic ian Liz Mildon places newly conserved instruments into storage.

Volunteer Myra Luxton completing a thorough cleaning of a world war

two-era air speed indicator.

One of the more potentially hazardous, but lesser known, is Radium-luminised paint.

This paint can be found in watches, clocks and compasses, but another common use was in aircraft instruments.

This paint contains a radioactive source, Radium 226, which has a natural luminescence. In conditions of poor visibility or night flying, this luminising paint enabled a pilot to read the cockpit instruments. It was common practice for aircraft instruments to be luminised with Radium paint from about the middle of World War One through to the mid 1960s, when it was replaced with safer fluorescent paints and improved cockpit lighting.

All radioactive substances have what is known as a half life, the period of time in which their level of radioactivity will drop by 50%. For Radium 226, that period is 1400 years. The Air Force Museum has approximately 1500 instruments in its collection, some of them quite rare. Many of these are from aircraft wrecks or have simply deteriorated with age and are therefore damaged. Corroded cases or broken glass faces are commonplace. An instrument which is up to 90 years old is almost as active as the day the luminised paint was applied.

Although the health risk is very low, this damage means that there is the potential to come into physical contact with the Radium.

In late 2007 the Air Force Museum implemented a project to document, clean, re-house and store its instrument collection as a continuous improvement initiative. Assistance from the National Radiation Laboratory in Christchurch (New Zealand’s regulatory authority for radiation related issues) has been invaluable in helping to addresses the health and safety issues involved. The project will continue well into 2008 and will result in a level of preservation and storage that is more in keeping with museum best practice.

iNStrumENt collEctioN gEtS a makEovEr DARREN HAMMONDCURATORIAL OFFICER, AIR FORCE MUSEUM

There Are A Number oF hAZArdouS SubSTANceS To be FouNd iN The collecTioNS oF miliTAry ANd TechNoloGy muSeumS. this paint

cOntains a radiOactiVE

sOurcE, radium 226

air forcE day at ohakEa50 years since coming of age at 21

Air force Day at Ohakea 29 March 1958.

a i r f o r c E m u S E u m

On 29 March 1958 the RNZAF celebrated

its 21st Anniversary as a separate Service

by holding an ‘Air Force Day’ at RNZAF

Station Ohakea. The event was opened by

the Governor General, Viscount Cobham, and

attracted an estimated 120,000 visitors and

30,000 cars. A large number of aircraft from

around the world participated in what was

the biggest and most spectacular display of

military airpower ever seen in the Southern

Hemisphere, which included a thrilling 90

minute flying display. The RNZAF featured

Hastings and Bristol Freighter transports, a

Sunderland flying boat, a Harvard training

aircraft and a Devon. Vampires from No.

75 Squadron put on an impressive aerobatic

display for the large crowd. Joining the RNZAF

were aircraft from the RAF, RAAF and USAF. One

of the RAF’s four jet Vickers Valiant bombers

was a major attraction, and was flown by New

Zealander Wing Commander Leonard Trent VC

DFC of World War Two fame. The USAF contingent

included a huge six jet engined B-47 Stratojet

bomber, two C-124 Globemaster heavy, long

range transports, Boeing KC-135 and Douglas

KC-97 tanker aircraft, as well as fighter and

light bomber aircraft. A highlight of the static

display was a Japanese Zero which had been

surrendered to the RNZAF on Bougainville at

the end of the Pacific war. One of the VIP guests

was Air Chief Marshal the Honourable Sir Ralph

Cochrane GBE KCB AFC RAF (Retd), whose son

recently visited New Zealand. In late 1936, then

a Wing Commander, and at the invitation of the

New Zealand Government, Cochrane presented

a report which led to the modernisation and

expansion of the RNZAF. He was promoted to

Group Captain on 1 April 1937 and served as

the RNZAF’s first Chief of Air Staff until 1939.

Other VIPs included General Curtis LeMay (Vice

Chief of the USAF), Air Marshal F Scherger (Chief

of Staff RAAF), and Air Marshal the Earl of

Bandon KBE CB CVO DSO (Commander-in-Chief

Far East Air Force). As well as flying and static

displays, the public was treated to a musical

programme by the RAAF Central Band and the

RNZAF Territorial Band. The 2008 Ohakea Open

Day and Airshow on 16 March marks the 50th

Anniversary of this major event.

dAVid WATmuFFcollecTioNS mANAGer, rNZAF muSeum

‘111’ IS THENuMBERWEALLuSE TOcoNTAcT The emerGeNcy SerViceS, buT oN SuNdAy 10 Feb All you hAd To do WAS be AT The Air Force muSeum ANd They Were All There AS pArT oF The ANNuAl Air Force muSeum public opeN dAy.‘SOS’ – Heroes, as it was called, showcased local emergency services and civilian organisations involved in assisting Cantabrians in times of emergency with demonstrations of their specific roles and equipment. Visitors had the rare opportunity for a close-up view of the capabilities and skills of our emergency and support services. The theme was chosen by museum staff to acknowledge volunteer and professional emergency service workers who often go unrecognised. The RNZAF was represented by the Red Checkers and the Harvard, but the day belonged to the local emergency services. Overall 15 emergency service organisations were represented – some of the most popular were the Coastguard and the Christchurch International Airport fire appliance – F5. The day consisted of static displays but also several very dramatic demonstrations from the Police, Fire Service, Customs and Airport security. The day proved such a success that the exhibitors and public alike left at the end of the day wanting to run the event again next year. Planning for 2009 has already commenced with the intent of repeating the successful formula of last years ‘Warriors@Wigram’ Open Day. This focused on military displays from the three Defence Force services and provided the opportunity for recruiting staff to work in conjunction with their specific service assets.

viSit air forcE muSEum loCAlHeroes

The Red Checkers are greeted by the Christchurch International Airport fire appliance – F5

Museum research Curator Vicky Garrington is removed from a ‘simulated crash’

o h a k E a r a f t r a c E

oHAKeA r

s SECtION MASCOt OVERALL tIME PLACING

Supply SwampyDucks 41:40 1st

AirSecurity Gary,Meow 45:22 2nd

DAC N.E.D 52:04 3rd

GSE PieEaters 52:58 4th

Comms Nigel 59:52 5th

Avionics CrabRock 65:46 6th

Admin RotoHaunga 70:55 7th

ARMOH MrStayPuffed 78:13 8th

S&S JackSparrow 80:32 9th

rAFt rACe 2008cpl chriS cubiTT

Avionics get some assistance from f/S Graeme Hughes

OHAkEA’S ANNuALRAFT RACE EvENToNce AGAiN STArTed oFF The phySicAl educATioN & recreATioNAl TrAiNiNG cAleNdAr WiTh A hiSS ANd A roAr, NoT To meNTioN A FeW SplASheS.

The Raft Race was held in perfect conditions

at Dudding’s Lake in Bulls on Wednesday 30

January 2008.

Nine teams of about 10 people each fronted up

to the race and put their ingenuity to the test by

constructing a vessel out of a few tyres, wooden

planks, and a handful of rope.

The race consisted of two timed laps where five

members from each team would race at a time.

Both laps were then added together to deliver the

overall winner. The race started with a sprint to

the water’s edge where it was crucial for teams to

have an efficient transition onto their raft. Both

Supply and Avionics were first to the water, but it

was Air Security that snuck up from the rear into

the leading position in the first lap.

Air Security managed to get a good lead on

Supply, but Supply’s outstanding teamwork and

their powerful outboard motor, AC Brent Roney,

were able to put that little bit extra in to grab both

their bonus points, knocking 3 minutes off their

time keeping them within reach of Air Security

with only 10 seconds between them.

At the other end of the scale S&S and GSE

Mechanics had a few technical difficulties, as

they grafted to finish the first lap. Mr Pauly Martin

seemed to take charge of the construction of the

S&S raft with his freestyle approach. This may

have been a big mistake as the vessel didn’t

appear to be very streamlined making it difficult

for the team to gain any momentum.

The GSE Mech’s demise was probably due to

the puncture that occurred in one of their tubes

combined with LAC Troy Aschebrok eating for

three at lunch prior to the race causing their raft

to resemble a submarine.

The second lap was much the same as the first

but it was DAC in the lead followed closely by none

other then Supply. Due to Supply’s consistent

effort they were able to gain the fastest overall

time for the race and thus the victory.

The event ran smoothly and was enjoyed by all

involved. If it wasn’t for the enthusiasm and

competitive spirit of all the participants involved

the Raft Race wouldn’t have been such a great

success.

o h a k E a r a f t r a c E

Air Security off to a strong start in the first lap.

Team Admin fight to stay on. Nice facial from LAC Natasha Sharp!

thE racE startEd with a sprint tO thE watEr’s EdgE whErE it was crucial fOr tEams tO haVE

an EfficiEnt transitiOn OntO thEir raft

w w w . a i r f o r c e . m i l . n z | a f N 9 0 m a r c h / a p r i l 0 8

oHAKeA rAFt rACe 2008

the Raft Race begins.

the 2008 Raft Race Champions (Supply) in great form.

c o a S t t o c o a S t

theLongest

TESyPAu

L’SCAM

fLtLt Blair Oldershaw at the top of Goat Pass

Few events have been named so aptly and iconic

race director Robin Judkins chose well when

selecting a name for the event 26 years ago.

The race begins on the west coast in Kumara,

just south of Greymouth, and finishes in Sumner

Beach. It consists of 243km comprising a 3km

run, 55km bike, 33km mountain run, 15km bike,

67 km kayak and a 70km bike to finish off.

My goal of competing in The Longest Day began

over a year ago after a posting to a ground tour

gave me the opportunity to commit to the training

required. With the training load reaching over

20 hours per week leading up to Coast, having

a predictable and consistent routine is relatively

important. I spent the first six months building the

skills required such as white water kayaking and

developing my endurance with long, low intensity

runs and bikes. The six months leading to the

event involved continuing to develop endurance

whilst incorporating higher intensity training

sessions to begin imitating race conditions. The

final six weeks are referred to as speed work,

and consist of high intensity training sessions

and multi-discipline training sessions.

The hype and buzz that surrounds the Coast

to Coast is second to none, with over 800 one

and two-day competitors plus teams. There are

literally thousands of competitors not to mention

the support crews. Once the registration and

briefing process is completed on Thursday 7

February the one-day competitors have to wait

until Saturday the 9th to finally get underway.

The race kicked off at 6.00am which required

a 4.00am wakeup. This normally wouldn’t have

been ideal but as I’d hardly slept a wink I wasn’t

too concerned. Competitors drop their bikes off

at the bikes stands ready for the first cycle and

walk to Kumara Beach to prepare for the start,

all this happens in pitch black and is relatively

chaotic as hundreds of competitors, support

crew, race staff and media converge on Kumara

Beach. 6.00am rolled around and I was well and

truly sick of waiting.

The race was started by Robin Judkins and the

first 3km was run at a frenetic pace in order to

get into the faster bunches of cyclists that leave

first. I initially got stuck in the middle of the pack

but slowly worked my way forward just behind

the lead bunch of runners consisting of 40-50

competitors. My transition onto the bike was

a little slow as I had opted to use road shoes

for the ride hoping the extra speed they gave

me would pay off later. Little did I know I would

need it straight away as I worked hard with a

few other stragglers in order to catch the lead

bunch which had already formed. After about

10 minutes of cycling well above my race pace

heart rate we finally caught the bunch and things

got easier - little did I know I would pay for that

overexertion later in the day. Staying with the

bunch was relatively easy and things went well

into the transition for the run.

I took my time in the transition being careful to

take on food and fluid. I headed off on the run

confident I could put my training into effect and

have a strong run. I started well and managed

to find a small group of runners who knew the

run very well. Route knowledge is critical in the

The loNGeST dAy iS The NAme GiVeN To The iNdiViduAl oNe-dAy coAST To coAST compeTiTioN. FlTlT blAir OLDERSHAWGIvESACOMPETITOR’Seye VieW oF The GruelliNG SouTh iSlANd compeTiTioN.

TESyPAu

L’SCAM

Kayaking through the waimakariri Gorge

run and can make a difference of 30 minutes

if you make poor choices. I followed the group

until close to the top of the run when the track

becomes more defined, at this stage I was feeling

strong and decided to push on reaching Goat

Pass in less than two and a half hours. I was

hoping to complete the remainder of the run in

less than 1 hour 20 minutes but my earlier efforts

on the bike caught up with me and I struggled to

push myself, finishing the final portion instead in

1 hour 40 minutes.

I finished the run in poor condition and felt uneasy

after taking on two litres of high concentrate

carbohydrate fluid in the later section of the

run. I quickly got on my bike and endeavoured

to take on as much solid food as I could to get

my body back to optimal energy levels. About 10

minutes into the bike I realised I had overdone

my refuelling and vomited right in front of

some stunned tourists who were kindly moving

aside for me. I felt slightly better after this and

concentrated on re-hydrating to replace the fluids

I had just lost.

I entered the kayak worried about my energy

state but enthused there was only two legs to

go – albeit one of them was a 67km kayak! The

kayak leg proved to be long and slow with the

river flow at its lowest ever levels for race day.

This did have the added bonus of ensuring the

rapids that the Waimakariri River is famous for

were more benign than usual. The water on the

Waimakariri is considered safe to drink and I

made a conscious effort to take on large amounts

of water to restore my negative hydration balance.

Once I had finished the kayak leg I was feeling

better again and was looking forward to getting

off my carbon/kevlar seat. Although strong and

light it lacked in the comfort department. At the

transition into the final bike my legs decided they

no longer wanted to work and I had to be assisted

out of my kayak and made the slow journey to my

bike up a small hill. Once on my bike it felt good to

be moving my legs again and my nutrition on the

kayak paid off as I passed several competitors on

the final ride. The final stretch into Sumner was a

magical feeling as I allowed myself to contemplate

finishing, something that had seemed so distant

and impossible before then.

The final run over the finish line was a mixture of

relief and exhilaration as Steve Gurney handed

me my Speights and shook my hand fourteen and

a half hours after I began. I made my way to the

water to ensure I had indeed gone Coast to Coast

and my thoughts quickly switched to a shower, a

bed and food in no particular order.

The Speight’s Coast to Coast event is a very

achievable goal for anyone prepared to put in the

effort required. Plenty of literature is available on

the training required, and with the event having

run for so long you are bound to know someone

who has done it. I would encourage anyone

interested to talk to previous competitors and find

out as much as you can. One thing all previous

competitors have in common is a willingness to

share their Coast to Coast experience with you.

thE rEd chEckErs wErE On hand at sumnEr tO EntErtain thE crOwd

CourtesyAndyHeap,SeniorCorrespondent,PacificWingsMagazine

TESyPAuL’S

FLTLT Blair Oldershaw at the finish line with Steve Gurney.

c r i c k E t

AucKlANd hoSTed iNTerbASe (ib) cricKeT From 28 To 31 JAN iN GloriouS SuNShiNe.

In keeping with such a rarity, WN rolled back the

years with Greg Rawson, 64, and Kerry Cousins,

21, sharing a 92 3rd wicket partnership. This was

built on by John Eyles, 48, Merv Parr, 27, with

a 86 5th wicket partnership, and finished off by

Glen Pleasants, 21* to ensure a competitive

234. Mike Allen 4/53 was the best bowler. Solid

opening & 2nd wicket partnership, 104, Deane

Wilson, 38, & Tom Redward, 20, had OH 141/2

& cruising. Gidean Robati, 3/48, & Cousins,

3/33 offered WN a lifeline, but a superb 135

by Daniel Swanson, who opened, ensured a 2

wicket win.

AK batting first, lost a couple of early wickets but

Mark Chadwick, 90, had them on track for a good

score, which became an imposing 317/8 after

huge hitting by Glenn Blay, 50* off 25 balls. Chris

Turkington & Wade De Garnham took 3 wickets

each. Grant 35* provided the only resistance

in a total of 63, with Mike Jeffcoat & Chadwick

each taking 4 wickets.

Day 2 saw WB, led by a masterful 70 by Grant on

track for a very good total until Jason Trenberth,

4/7 limited them to 177. Cousins, 72, with

support by Eyles, 28, & Parr, 26*, ensured an

exciting 3 wicket win with 3 balls left.

AK made a solid 208 which again featured a

whirlwind innings by Blay, 48 off 27 balls, &

Chadwick 27, Nathan McKenzie 32. The bowling

feature was Matt Janor 7/52. Effective bowling

by all, with Jeffcoat 3/42, limited OH to 139 –

Deane Wilson 32 & Allen 24.

Day 3 had WN’s relative batting form continue

scoring 159. Jason Trenberth, opening the

batting against the hostile Mark Whiteside, had

the quote of the tournament – when asked by

the new batsmen what the bowler was doing,

instead of the normal moving it away etc “I don’t

know but he’s killing me” proved premature as

he made 40. Rawson 32 & Cousins, 22, were the

only other batters to feature, with Jeffcoat, 4, &

Chadwick, 3, again in the wickets. Bevins, 65*,

& Nathan Tucker, 50*, ensured a comprehensive

AK 9 wicket win.

Led by Grant’s 52, WB only batted 36 over’s

making a total of 142. OH started their innings at

bat hesitantly, due to fast bowling by Turkington

having OH in early trouble. Grant applied pressure

throughout his 10 over’s taking 3-16. As the

match was balanced WB luckily managed to hold

its catches and take all the chances on offer until

the last-wicket partnership took them from 85 to

130 all out, falling 12 runs short of victory.

Therefore, with one win each, the calculator was

out to determine the net run-rate for which team to

join AK in the final. WB piped OH – another 7 runs

by them would have reversed the position.

Despite Turkington striking early, super batting by

Arron Collier and Chadwick took the game away

scoring 103 & 97, AK totalling 323. WB in reply

could not score the runs need but for the first time

in the tourney batted their 50 overs, withstanding

the Auckland want for a short time spent in the

field to finish the match. John Cameron 44 and

another Grant batting master class, 102*, led to

223/8, so leaving AK deserved winners of the

Wilson Cup (IB winners).

In the early Twenty20 game OH beat WN, which

was repeated in the plate game.

IB Cricket for the Women was a shortened format

this year; albeit not through lack of interest, but

due to work unavailability from WB and OH a

‘combined’ WB/OH team aptly named ‘WOKEA’

played AK. The shortened format consisted of two

Twenty20 games on the Wed with a deciding 40

over game on the final day. With the WB women

arriving late on the Wed morning it was a quick

meet and greet then straight onto the field into

the midday sun and unforgettable AK humidity

for the first Twenty20 match. AK set out like

they meant business with their many hours of

practice pre-interbase formulating into a sizzling

152/3. Rochelle Blucher (Admin) retired on

53 and Tracey Lauchlan scored a quick 37*.

The only wicket takers were Ange Hockenhull

(Admin) 1-28 and Rowena Campbell 1-37. WOKEA

dismally replied with 63 all out after some superb

bowling by Shoni Knowles (Admin) who took a hat

trick and ended on 3-9 off 3 overs. Admin were

winners on the day.

The second match on the Wed afternoon was

a much closer affair with the AK top order

resting to allow the rest of the team some time

out in the centre. WOKEA worked hard in the

field despite their first loss and restricted AK to

under 100 this time with JB Rodgers scoring 23

and Knowles contributing 21 to the AK score of

91/5. WOKEA were proud of their bowling; Flea

Walding1-5 off 4 and Campbell 3-20 off 4 and

were looking quietly confident with an attainable

target ahead of them. WOKEA opened the batting

strongly with Hockenhull, 34, and Flea Walding,

19, until a middle order collapse and some

tight bowling from AK turned the game into a

nail-biter. The men, whose games had finished,

lined the boundary in support of their respective

teams and could be heard across the park with

their chants. WOKEA required 8 runs off the last

over to win, however, a run out prevailed leaving

WOKEA all out for 86. Blucher ended her bowling

with a respectable 2 - 7 off 4 and Maria Captein

collected 3 – 20 off 4. A close game is always

a good game!

The final 40 over match on Thurs could have gone

either way with WOKEA posting a defendable

score of 159/4. Walding smashed a number

of boundaries before her innings was ended

on 71 by a superb ball from Knowles. Courtney

Sefo also bowled well taking 2-22 off 8 and

Hockenhull contributed to the WOKEA total

with 42*. AK opening batters Jordan Sefo, 58*,

and Captein, 41, led the charge bravely despite

putting up a number of chance catches early on.

Unfortunately it was not the best fielding display

from WOKEA and when Capt Blucher, 28*, was

required to bat, the win to AK was ensured in the

24th over making the required total of 161/2

easily in the end. Well deserved AK winner of the

McCombie Cup (IB winner).

merV pArr & ANGe hocKeNhull

interBase CriCKet

f a r E W E l l S

lAc r.A. peTerS Enlist: 06-06-04 Terminate: 20-04-08 FIRE FLIGHT

plToFF S.J. Scheib Enlist: 30-06-07 Terminate: 04-02-08 PTS

cpl r.W. TAylor Enlist: 28-09-99 Terminate: 24-02-08 AVIONICS

F/ST.M.WILLS Enlist: 06-10-87 Terminate: 02-03-08 SCMOH

FAreWells

The RNZAF ExtENDS A wARM wELCOME tO tHE fOLLOwING RE-ENLIStED PERSONNEL:

cpl r.c. dArrell Enlist: 28-01-08 CRTS, OHAKEA

SQNldr A.p. MuDGWAy(Pilot) Enlist: 18-02-08 No.3 Squadron

BASE AUCKLAND

cpl r.J. bArreTT Enlist: 27-06-00 Terminate: 14-01-08 NO. 40 SQUADRON

W/ON.MCAMPBELL Enlist: 13-01-70 Terminate: 18-01-08 ESS, Auckland

cpl r.J. culleN Enlist: 09-03-96 Terminate: 23-03-08 NO. 6 SQUADRON

cpl b.m. hArriS Enlist: 05-01-99 Terminate: 06-01-08 MAINTENANCE WING

lAc i.J. mANSell Enlist: 28-09-99 Terminate: 07-01-08 ESS, Auckland

W/OG.L.S.PLEASANTS Enlist: 27-05-95 Terminate: 31-01-08 APDC

SGT A.J. roTA Enlist: 05-04-88 Terminate: 06-04-08 DAE

SGT m.r. Sloper Enlist: 05-04-88 Terminate: 02-06-08 MAINTENANCE WING

BASE OHAKEA

cpl S. buTcher Enlist: 28-09-99 Terminate: 02-03-08 AVIONICS

cpl p.c. dAWSoN Enlist: 15-04-98 Terminate: 25-02-08 BASE MEDICAL FLIGHT

SGT S.p. doWNeS Enlist: 28-06-94 Terminate: 06-01-08 LSS

cpl r.m. ede Enlist: 15-01-02 Terminate: 21-01-08 MSS

SGT K.A. GAllimore Enlist: 06-03-? Terminate: 17-02-08 ESS

tO tHE MAxW/OMONTyCAMPBELL has completed an amazing 38 years service. He said ‘There are probably a few people out there who thought this day might never come’.

38 Years

Venom Finale 15th and 16th May 2008

Venue: hornby WorkingMen's Club, ChristChurCh

reunion

Join us to celebrate the 50th anniVersary oF the Final Flight oF the squadrons and the rnZaFs’ dh Venom

aircraFt which took place on the 16th may 1958.those eligible to attend : anyone who served on 14 sqn rnZaF

at raF tengah between May 1955 and 16th May 1958.

For more information and registration forms: visit our Website www.venomfinale.co.nz

Ph (03) 578.5010 eMail ianuff@paradise.net.nz adr 33a brooklyn drive blenheim 7201

wELCOME BACK

E v E N t S

HOBSONVILLE OLD BOYS REUNION 08

hAVe you eVer SerVed AT hobSoNVille or WheNuApAi Air bASeS? iF So, you mAy be

iNTereSTed iN receiViNG iNFormATioN AbouT The ANNuAl hobSoNVille old boyS reuNioN

plANNed ThiS yeAr For SATurdAy 10 mAy.

Contact Peter Burch on Ph: 09 2744683/09 5248359 or email your contact details to execelect@wave.co.nz.

02 – 09 May 08Nominations will open 02 Feb 08

For all enquiries:eMail @NZSASRec Phone (09) 296 6868

tandeM 396 6868 Web http://awi-teams/1NZSAS/

Cttag entry assessMent

ContactGlen (Auckland) Ph: 09 445-0262, orColin (Auckland) Ph: 09 378-8023, craakl@xtra.co.nz

Sat 16 August and Sunday 17 August 2008 AssoCiAted FlyinG BoAt trAdes most welCome

RNZAF MARINE SECTION REUNION

Members of the RNZAF Marine Section in their hey-day. Recognise anyone?

EntEr Our aViatiOn phOtOgraphic cOmpEtitiOnEntries close 4pm 1st april 2008. get your entry form today from

avgas cafe, classic flyers nZ at tauranga airport, or www.classicflyers.com

take a photo & win!A ch

ance to

a flight in a classic aircraft or one of many other prizes

Proudly sPonsored by ClassiC Flyers nZ in ConjunCtion with: Bethlehem Pharmacy 2001 Ltd, Carters Photographics, Daytona Gallery and Picture Framing, McLeod Cranes Ltd, Pacific Wings Magazine, RadioWorks – Solid FM and More FM, Streets Ice Cream, and Tauranga Gliding Club.

classic flyers nZ.com, 8 jean Batten drive, tauranga airport, ph (07) 572 4000

RNZAF Chief of Air Force AVM Graham Lintott will open the exhibition and be the guest speaker at the evening function. No.3 Squadron will support the Museum’s Flying day and the RNZAF Auckland

Recruiting Office’s personnel will be on hand to answer questions about Air Force careers.

In a special ‘Military Category’ the best photograph of a current or past RNZAF aircraft will be published in the Air Force News. They will also receive a signed copy of Bee Dawson’s soon to be published history

of RNZAF Base Hobsonville.

air force news issue 90 march/april 2008 · opinions expressed in air force news are not...

Documents

the air force helps out · the air force helps out cover...

air force news ~ jul-dec 1941

air force news ~ jan-jun 1921

air force news ~ jan-jun 1936

united states air force - usni news

air force news ~ jan-jun 1920

air force news ~ apr-jun 1944

air force news ~ jul-dec 1921

air force news ~ jul-dec 1940

air force news ~ jul-dec 1930

air force news ~ jan-jun 1922

north american mustang in raf, raaf,saaf, rnzaf, rcaf &...

air force news ~ jan-apr 1937

prepare for take off - rnzaf - royal new zealand air force...

air force news ~ jan-jun 1941

air force news ~ jan-dec 1919

air force news ~ jan-jun 1940

air force news issue 102 april 2009 · air force news is...

rnzaf c-130 simulator training: the future of a …the...

mustangs of the raaf and rnzaf