Asian Air Power – RNZAF

New Zealand did develop a rudimentary air training school during the war at Sockburn, near Christchurch. Its graduates were to serve with the Royal Flying Corps and the Royal Naval Air Service.

After the Great War, New Zealand found itself offered a large number of UK surplus machines – 100 in fact. The small dominion took too long to reply to this overly generous offer and eventually gained 33. These were 20 Avros, nine DH9s, two Bristol fighters and two DH4s. The Avros had been part of the initial New Zealand order, but the rest were what was left.

Despite this beginning, the New Zealand Aviation Corps (part of the army) was not established until 1923. The corps had two officers and two airmen with duties of army support and running refresher courses for ex-servicemen and co-ordinating the air element of territorial forces.

In 1923 the New Zealand Permanent Air Force was created (a renaming of the corps) and the New Zealand Air Force also established (a renaming of the territorials). It was not until 1934 that the appellation ‘Royal’ was granted by the British monarch.

By the end of 1936 the international situation (Mussolini’s invasion of Ethiopia, the German breaking of the Versailles Treaty and the Japanese moves in northern China) caused the New Zealand government to reconsider the needs of the armed forces. The air force gained the services of Wing Commander, the Hon. Ralph Cochrane, seconded from the RAF, as the RNZAF’s first Chief of Air Staff. The RNZAF’s aircraft strength at that stage was:

• 12 Vickers Vildebeest bombers

• 2 Gloster Grebe fighters

• 3 DH60G Gipsy Moth trainers (Wooden)

• 1 DH60 Gipsy Moth trainer (Metal)

• 3 Hawker Tomtit trainers 1 DH80A Puss Moth communications monoplane

• 2 Fairy IIIF bombers

• 1 Saro Cutty Sark amphibian.

Just before the war began, the civilian aero clubs were brought into the training of air force pilots, obsolescent aircraft were purchased from the UK and a fourth territorial squadron was forming. 500 RNZAF personnel and 30 Vickers Wellingtons ordered by New Zealand were placed at the disposal of the RAF. New Zealand’s role during the early war years was to train pilots, observers and gunners.

The policy of putting all New Zealand’s air assets at the disposal of the RAF meant that the country was not prepared in any way for the war against Japan. The RNZAF did eventually gain US lend-lease Brewster Buffaloes which were operated in the defence of Singapore, but these proved no match for the Zero. It was not until late 1942 that US lend-lease aircraft made their way to the RNZAF in the Pacific. The RNZAF then operated Venturas, Corsairs, Dauntlesses, Avengers and Catalinas. RNZAF squadrons operated from Fiji, Guadalcanal, New Britain and the Admiralty islands.

After the war a number of RNZAF squadrons were retained overseas. No.14 Squadron’s Corsairs formed part of the occupation forces in Japan and was later dispatched to Cyprus to operate Vampire jets leased from the RAF. In 1955 the New Zealand government transferred No.14 Squadron to Singapore where it became part of the Commonwealth Strategic Reserve. The squadron used Venoms hired from the RAF against communist terrorists in Malaya. In 1958 No.14 was replaced by No.75 Squadron which operated hired RAF Canberras. 1962 saw No.75 return to New Zealand, and No.14 return to Singapore with Canberra B(I)12s.

From 1962 to 1970 RNZAF Canberras from No.14 Squadron made 12 operational deployments to Singapore. During the Indonesian Confrontation (1964-65) the Canberras were permanently deployed to Singapore. From 1968-February 1972 RNZAF personnel were attached to the USAAF, Vietnam. The pilots worked as forward air controllers using aircraft such as the OV-10 Bronco. RNZAF personnel were also attached to RAAF No.9 Squadron which flew Iroquois as gunships, troop transports and supply, medevac and patrol insertion/removal. No.41 was the longest overseas serving squadron. From 1955-77 (with a few redeployments to New Zealand) the squadron operated Dakotas and later Bristol freighters from Singapore and Kuala Lumpur. The RNZAF’s maritime unit, No.5 Squadron operated from Fiji from the early war years until 1967 using Sunderlands.

Today the RNZAF has seven operational squadrons. The core of the RNZAF is No.75 Squadron operating A-4s. The RNZAF has a total of 22 Skyhawks. Ten of these aircraft are ex-RAN and the purchase of these fighters from Australia in 1984 enabled a second squadron, No.2, to be formed in December 1984. No.75 is the operational fighter squadron and No.2’s role is conversion training, development of operating procedures and tactics, and evaluation of weapons and systems. The operational role of tactical reconnaissance is being developed.

Since 1970 No.75 has deployed annually to Singapore for ‘Exercise Vanguard’ (as previously mentioned). The RNZAF A- 4s have flown in all ‘Kangaroo’ exercises in Australia. In 1977 the squadron was sent to Fiji for training and in 1978 took part in the RIMPAC exercises. In 1981, 1983 and 1984 the squadron took part in the ‘Cope Thunder’ series of exercises in the Philippines. The last ANZUS exercises in which the RNZAF A-4s took part were ‘Exercise Blue Denim’ and ‘Pitch Black’ in Darwin, 1984.

With New Zealand participation in ANZUS effectively null and void for the foreseeable future, the RNZAF will be restricted to Five Power Defence Arrangement exercises and ANZAC exercises. The only ANZAC exercises that have involved the RNZAF A- 4s in the past have been the ‘Exercise Willoh’ series which involve reciprocal training visits between RAAF Williamtown Mirage IIIs and RNZAF Ohakea A-4s. In addition to ‘Exercise Willoh’, four A-4s took part in the recent ‘Exercise Tasman Link’.

All RNZAF A-4s are based at Ohakea. Present indications are that the RNZAF will be operating Skyhawks into the 1990s. The ex-RAN A-4s are being converted to A-4K configuration. This conversion involves avionics, cockpit layout and installation of drogue chutes. Work on replacement wings for New Zealand Skyhawks began in April 1985. Production of 18 wings will commence early 1986 and is expected to take 5.5 years. Tenders for A-4 avionics update work were called in June 1984. NZ$140 million has been set aside for A-4 upgrading. Ironically, given the ANZUS debate (and perhaps most diplomatically, given the New Zealand government’s protestations that it is anti-nuclear not anti-US) it was the American Lear Siegler company that gained the contract for A-4 avionics update. Wherever possible commonality with Singapore’s A-4 update is being sought.

The RNZAF has studied the conversion of a C-130 into an in-flight tanker. The RNZAF wants this ‘force multiplier’, according to the New Zealand 1983 Defence Review, but whether there is money is another question.

Also based at Ohakea is No.14 Squadron which operates BAC Strikemasters. These jet trainers are coming to the end of their life. Strikemasters in RAF service are also coming to the end of their life which will affect support for RNZAF aircraft. However, the RNZAF is recommending that a turboprop trainer be obtained to replace New Zealand Aerospace CT-4s – a move that could extend the life of the Strikemasters. The RNZAF will no doubt be looking at the RAAF selection with interest.

The specialist maritime role is carried out by P-3B Orions of No.5 Squadron. These aircraft have been modernised to give them day and night surveillance capability. A sixth P-3B was purchased from Australia via Lockheed recently. NZ$29 million was allocated for the purchase and modernisation of this aircraft. A second phase of modernisation (presumably to a ‘C’ standard) has been recommended by the RNZAF. The New Zealand government has stressed that it sees a need to increase its surveillance of the South Pacific – once again this move is intended, in part, to convince the US that New Zealand is not intending to renege on its ANZUS commitments. All RNZAF P-3Bs operate from Auckland.

Three transport squadrons operate with the RNZAF. No.40 Squadron operates five C-130 and two Boeing 727-100Cs. These aircraft operate from Auckland in the long-range and tactical transport role. No.42 Squadron operates Andovers which are scheduled for retirement. No replacement has yet been announced and so the Andovers soldier on in a variety of roles from VIP transport to parachute training. No.42 also operates from Auckland. No.3 Squadron is equipped with Iroquois, Sioux and Wasp helicopters. These aircraft operate from Auckland in the tactical air transport, light observation and naval helicopter roles. Two Iroquois are permanently based at Wigram for Sea Search and Rescue operations off the South Island. Three Iroquois operate in the army support role in Singapore. Twenty-nine RNZAF personnel and two Iroquois leased from the US operate in the Sinai as part of the Multi-national Peace-Keeping Force. Sioux replacement is being studied; in the interests of the economy, commonality with a light helicopter on the New Zealand civil register will be sought. A separate RNZAF Cessna 421 flight operates from Woodburne in the VIP and light transport role.

Pilot and instructor training takes place at Wigram. CT-4s are the primary pilot instructor machines. Navigator and air electronic training takes place at Wigram using three F27-120 Fokker Friendships. As a secondary task, the Friendships undertake coastal surveillance, search and rescue and light transport duties. Extension of the Friendships electronic operator training role is being studied to reduce the P-3B training load.

RNZAF ground training takes place at the Command Training Squadron located at Wigram. The General Service Training School is at Woodburne. Also located at Woodburrie is the RNZAF’s major repair facility. Other work is contracted out to various New Zealand aviation industries.

Since 1965 the RNZAF command structure has been based on two major formations: Operations Group with HQ at Auckland commanding bases at Whenuapai/Hobsonville and Ohakea; and Support Group with HQ at Christchurch commanding bases at Wigram, Woodburne and Te Rapa. Air Staff within the Defence HQ at Wellington provides central command and control. No change to these arrangements in the future is foreseen.

Conclusion

The ANZUS dispute has ensured that the RNZAi= will be excluded from exercises involving US aircraft. However, this still leaves a substantial amount of RNZAF exercises unaffected – those involving the Five Power Defence Arrangement and those with Australia. Exercises with Australia are bound to be increased as the Hawke government does not wish to encourage isolationist sentiment in the New Zealand Labor Party.

The RNZAF is coming to a period of ‘block obsolescence’ with Andover and Sioux helicopters needing replacement now and Strikmasters, Iroquois and CT-4s needing replacement in the next five years or more. Poor relations with the US may make such equipment acquisition harder and more expensive, but some savings may be gained by forming joint purchasing/ construction agreements with Australia. This creates an uncertain situation for the RNZAF but not an impossible one. Non-military and non-alliance factors, like the state of the New Zealand economy, are bound to be more important in determining the ultimate development of the RNZAF in the years ahead.