What You'll See At Classic Fighters 2009

We have confirmed six WW-II fighters; over two-dozen Harvard/Yak/Nanchangs, a dozen WW-I and about a dozen Tiger Moth type machines and a similar number of Chipmunks, plus RNZAF, various aerobatic and comedy acts.

The Brendon Deere Spitfire is scheduled to test fly mid March and will appear on both major TV news networks with the advice that first viewing will be at Omaka over Easter, so look out for this exciting debut!

We will have the largest variety of period military vehicles ever seen in one place in the southern hemisphere (with transport sponsorship by Bluebridge), and we are expecting to host the largest number of re-enactors seen south of the Equator.

Oh yes, and the Battle of Casino will involve at least two dozen aircraft attacking the monastery on the hills to the south of Omaka. This structure is going to be 160 feet long (sponsored by Scaffold Marlborough).

All of the above will be seen on the main show days of Saturday and Sunday. The programme starts at 10am and continues through to 4pm, with a short lunchtime interlude.

The Friday night 'Twilight Extreme', (sponsored by Marlborough Lines) is going to be something else entirely with a number of surprises. Friday has traditionally been a Trade & Practise Day, but this year we are including a 6pm-8pm event. We are breaking new ground with this and we expect it to be talked about for a very long time afterwards, one item in particular having never been seen overhead at any airshow in modern times!!

The following page profiles some of the leading attractions.

AIRCRAFT

Disclaimer
The aircraft listed here are some of the aircraft we expect to see at Classic Fighters Marlborough 2009. The inclusion of particular aircraft here does not constitute a guarantee that it will be present at the event. Despite the best efforts of the organising committee, there are many factors outside their control (weather, maintenance issues, pilot unavailability amongst others) that may mean some aircraft don't make it to the show, or are not displayed in the air.

D.H. CARIBOU

A welcome return visitor to Classic Fighters is the remarkable DHC-4 Caribou operated by the Royal Australian Air Force.  Two aircraft are set to display the type’s specialist STOL (short take off and landing) capabilities which have allowed the RAAF to perform precision troop and cargo duties for the past 45 years. The Caribou has served with distinction from the Vietnam War through to its recent deployments to the Solomon Islands; however the aircraft is scheduled to be retired from service at the end of this year.  The RAAF will struggle to replace the Caribou’s ruggedness and flexibility, demonstrated time and again with missions in and out of rough unprepared air strips, and we are fortunate to witness what will certainly be the last demonstration of the type in New Zealand. Photo: Dave McDonald

 

Goodyear FG-1 Corsair

Development of the Corsair began in 1938, and the prototype first flew in May 1940. The aim was to fit the largest possible engine into the smallest possible airframe, to produce a high performance aircraft carrier-based fighter. The Pratt and Whitney XR-2800 Double Wasp engine selected required a large diameter propeller, which in turn would require very long landing gear units. As the aircraft was to be used in carrier operations, this was not suitable as heavy landings could easily damage landing gear. To avoid this, the highly characteristic 'invert gull wing' was developed for the aircraft, which kept the prop away from the ground. In June 1942 the first Corsairs was delivered to the US Navy, who deemed the aircraft unsuitable for carrier operation; it was primarily land-based units that first made use of the type. By mid-1943, the now significantly modified aircraft was in operation with US Navy, and a considerable number of Corsairs saw service with Royal Navy's Fleet Air Arm as well. The RNZAF were supplied with 400 Corsairs in 1944, to replace P-40 Kittyhawks in the Pacific and the display aircraft, NZ 3009, owned by the Old Stick & Rudder Company, is the sole survivor. With a top speed of over 670 km/h (416 mph) and a range of over 1500km (932 miles) the Corsair was well suited to the Pacific and is generally regarded as one of the most outstanding carrier fighters of WWII. From April 1944 the type was credited with over 2140 victories against Japanese aircraft, for the loss of only 189 Corsairs. Over 12,500 examples of the Corsair were built between 1942 and 1952. Photo : Gavin Conroy

Curtiss P-40 Kittyhawk

The rugged Curtiss P-40 fighter was the mainstay of the USAAF during the first half of World War Two. The type served in virtually every theatre during that conflict, and a total of nearly 14,000 were built.  During World War Two, the RNZAF operated 297 P-40 Kittyhawks, most of which were operated in the Pacific theatre, where they were used in a variety of roles, and were credited with downing 99 Japanese aircraft. The P-40 was replaced in front line service by Corsairs in 1944, and they were gradually returned to New Zealand to be used as advanced trainers. Twenty of the P-40s were lost in combat, 152 were written off in accidents, and the remaining aircraft were unceremoniously scrapped at Rukuhia (NZ) in 1948. The  Old Stick & Rudder Company’s  P-40-E (NZ3009) managed to escape the scrap drive and is one of only six surviving RNZAF Kittyhawks, and is one of two currently airworthy (the second is in Australia).  The RAAF operated 848 examples of the Kittyhawk, and the example displayed, P-40N-1 A29-448 was abandoned on a remote airfield in Papua New Guinea following service with 75 RAAF Squadron.  Recovered in 1974, the aircraft was restored to airworthy condition at Pioneer Aero, Auckland and made its debut at Wanaka 2000 and carries the name 'Currawong'.  Photo : Gavin Conroy

Supermarine Spitfire MkIXc

The famous Spitfire was the brainchild of Reginald Mitchell and the prototype first took to the air on 5 March 1936. Deliveries to the Royal Air Force began in the summer of 1938 and by the outbreak of war some 400 Spitfires were in service. By the end of production in early 1948 20351 Spitfires had been built, plus an additional 2,408 Seafires operating from aircraft carriers.  
 Although Spitfires did not operate from New Zealand many were flown by RNZAF fighter pilots- 485 (NZ) Squadron distinguishing itself in combat over Europe.
Brendon Deere’s Spitfire Mk IXc, PV270 will make its debut at CF 2009 wearing the colours of his uncle’s personal Mk IX, when Al Deere was Wing Leader at Biggin Hill. The Mk IX was created in answer to the superiority of the Focke Wulf Fw 190 over the earlier Mk V and was considered by many to be the finest marque produced during the war, 5609 being built.  PV207 is a combat veteran which served in both North Africa and Italy, before being operated post-war by the Israeli and Burmese Air Forces.  Photo: Brendon Deere

YAK-3

The Yak-3 was one of the best Soviet fighters of World War Two, particularly at low level where the majority of Eastern Front air battles took place. It was reported that the Luftwaffe issued an order that all fighter squadrons were to avoid combat with any Yak lacking an oil cooler under the nose unless they were at a height of over 5000m (16,400 ft) - although this was rather hard to distinguish in the heat of battle!  The type was initially developed as a successor to the Yak -1 which had been developed with wooden (and thus relatively heavy) wings, but due to delays the Yak -9 entered service before the Yak-3. The redevelopment and weight reduction of the wings saw the new Yak-3 having an additional 48 km/h (30 mph) added to its top speed, and this was increased by a further 64 km/h (39 mph) when more powerful Klimov engines became available.  The aircraft displaying is based on a Yak-11 trainer and was converted to fighter configuration in Russia for the Old Flying Machine Company, Duxford before coming to Pioneer Aero where it was completed and painted in the colours of Lt. S.W. Nosow of the 150 Fighter Regiment / 13 Air Division in 1945. The Yak, ZK-YYY, is currently based in Wanaka with Arthur Dovey. Photo : Gavin Conroy

North American P-51D Mustang

Operated by at least 25 countries around the world for more than 35 years, the P-51 Mustang is one of the most famous WWII fighter aircraft. Shortly before the end of the war New Zealand ordered 320 Mustangs to replace the Corsairs the RNZAF had been operating. By war’s end 30 had been delivered, and the remainder of the order was cancelled. The aircraft were initially placed in storage, but were dusted off in 1950 when the Korean conflict escalated into full-blown war. Eventually, the aircraft were allocated to Territorial Air Force units around the country. These units were disbanded in 1955 and the P-51s were offered for sale and the majority were scrapped in 1958. Of the 3 original RNZAF Mustangs surviving, two are in airworthy condition – one in America and one in England. The third resides with a private owner in New Zealand. The P-51, ZK-TAF, is painted in the black & red markings representative of Mustangs flown by Canterbury Territorial Air Force squadron. This aircraft was initially delivered to the US Air Force in 1945 and later served eight years with Canadian Air Force. In 1959 it returned to the US and had a succession of owners before settling in New Zealand in 1984. Photo : Gavin Conroy

Messerschmitt Me-108

First flown in 1934, the advanced Me-108 four seat touring aircraft was well ahead of its time in many respects and lent much of its design philosophy to the legendary Me-109 fighter that followed it. During the Second World War the Me-108 served in numerous general purpose roles including trainer, communications aircraft etc. As a non-combat type its manufacture was moved away from the principal industrial manufacturing areas of Germany to occupied France where production continued by the NORD company until war's end. The sole Me-108 flying in New Zealand is ZK-WFI which is based at Ardmore Airport, Auckland. Nearly 70 years after the design first flew, this example (now fitted with a US-built Lycoming engine) remains an efficient and reliable touring aircraft which can out-perform most modern single engine light aircraft, and which is used on a year round basis in this capacity, a true working warbird!Photo: Gavin Conroy

Sopwith Camel

Perhaps the most famous British fighter aircraft of the 'Great War', the Camel became a household name during the period of that conflict and after. An agile, highly manoeuvrable biplane, the Sopwith F.1 Camel entered squadron service in June 1917 and eventually accounted for more aerial victories than any other Allied aircraft during World War I, credited with destroying 1,294 enemy aircraft, however 413 pilots died in combat while flying the type. Unfortunately the Camel also had a tendency to kill inexperienced pilots, and a further 385 were killed in non-combat related incidents while flying the type. By mid 1918 it was becoming obsolescent as a fighter, limited by its slow speed and comparatively poor performance at higher altitudes, it did however find a new ‘trade’ that of a ground attack and infantry support aircraft, which saw some examples fitted with small bombs. Some 5, 500 Camels were built and they served through to the Armistice, largely due to delays of its replacement-the Sopwith Snipe. There are no original Camels still flying, however, Peter Jackson has brought to Omaka a very authentic, full-scale reproduction built in the USA and featuring a number of original parts, not the least of which is its 160hp Gnome rotary engine. Photo : Gavin Conroy

Sopwith Triplane

Seeking a replacement for the  hugely successful ‘Pup’ the Sopwith design team decided on a radical departure and produced a Triplane  with outstanding manoeuvrability, unrivalled lift  and excellent visibility for the pilot – this achieved by the fitting of narrow chord wings.  Destined to see service with Royal Naval Air Service Squadrons, rather than with the RFC, it first equipped No. 1 Naval Squadron from December 1916, with Nos. 8, 9 and 10 Naval Squadrons following by the middle of 1917. The only other major operator of the Triplane was a French Aviation Maritime squadron based at Dunkirk. The exceptional rate of climb and high service ceiling of the Triplane gave it a marked advantage over the Albatros D.III, although the Triplane was later found to be weak structurally especially in the wings, whilst armament was much lighter than those aircraft operated by the German Air Service. Nevertheless the Triplane enjoyed great success particularly those flown by  the "Black Flight" ( No. 10 RNAS) which was commanded by the Canadian ace Raymond Collishaw  (the display aircraft is finished in his aircraft’ colours)  The unit claimed 87 German aircraft in three months, Collishaw himself scored 33 victories in the aircraft, making him the top scorer with the type. Despite this success the Triplane remained in service for less than a year before being replaced by the sturdier and better armed Camel. The example on display began life in Iowa before ‘The 14-18 Aviation Trust’ purchased the partially complete aircraft and shipped it to New Zealand. Thereafter the Vintage Aviator was contracted to build wings, finish the landing gear, install the engine and complete the aircraft, which first flew in mid 2008. Photo : Gavin Conroy

Fokker Dr.1 Triplanes

Most famous of all the German WW1 planes is the agile, unusual-looking Fokker Triplane, or Dr.1. Perhaps one reason this aircraft captures the imagination is the personality and flair of the pilots who flew them. This swashbuckling aircraft was actually built after the British Sopwith Triplane, but it was to become far more famous than its short operational career (August 1917 - May 1918) might suggest. The Triplane had limitations but was always a star performer in dogfights. One of those limitations was structural, with several pilots being killed before the wings were strengthened; the problem was more to do with materials than design. Because markings were used to distinguish each daring pilot, there are numerous colour schemes documented and these have been used to individualise the Omaka Fighter collection's impressive, and growing, Fokker Triplane fleet. The livery combinations (some wore an Iron Cross, some the Balkan Cross) are numerous and complex, with each aircraft taking on the personality of the ace who flew it.

Fokker D.VII - Johann Janzen

The Fokker D.VII was introduced in 1918 and quickly developed a reputation as one of the finest single-seat fighters of the war. So much so that the aircraft type was mentioned specifically in the Armistice agreements - Germany had to surrender all aircraft of the type to the Allies. This confiscation of the aircraft led the D.VII to be used all over the world by different countries after the war. Examples were still in use by Switzerland, The Netherlands and Lithuania into the late 1930's. This aircraft represents that flown by Johann Janzen who transferred to the Imperial German Army Air Service in May 1916. Janzen was CO of Jasta, shooting down another 13 Allied aircraft until he was himself shot down and taken prisoner on 9th June 1918. Janzen's well known personal marking (as seen on this aircraft) consisted of a 'white snake' line on a black band, edged in white around the rear fuselage.  He also used this emblem on the Fokker Dr.1 he flew up until 16th May 1918 when the unit was re-equipped with the Fokker D.VII. This particular aircraft is one of three replicas Fokker D.VII's built for the movie 'The Blue Max' in the late 1960s. Photo: Gavin Conroy

Bristol Freighter

Designed in 1944, but not produced until the end of 1945, the Bristol Freighter was versatile and popular - capable of carrying a 6,135kg (13,500lb) payload, up to 20 passengers, or three cars. Production amounted to 214 aircraft in the various versions built between 1945 and 1958. New Zealand had a long history with the type, and from 1951 and 1987 28 aircraft and two rebuilds were operated with the RNZAF (1951-1977) and SAFE Air (1951-1986).
In 1986 the Bristol Freighter ZK-CPT was flown into Omaka Aerodrome and retired as a gate guard for the Marlborough Aero Club.  'Merchant Courier’' has been maintained as a static display by the 'Friends of the Bristol' Society since 1990 and at times the aircraft has appeared faded and she's suffered the occasional flat tyre, but regular working bees have kept her in pretty good shape, albeit as a silent sentinel, casting her eyes ever longingly over the hallowed grass of Omaka airfield- but that was about to change!  Enter Alastair Marshall - ex RNZAF Engine Technician, now commercial pilot, and a piston engine enthusiast. Over several months Al and helpers worked on the two Bristol Hercules engines and eventually talked them into coming alive, but not without the occasional expletive and drop of blood!  On 27th September 2008, both engines were fired up, and the aircraft taxied about on Omaka Aerodrome for the first time in approximately twenty years. Visitors to the show can expect to see the Freighter strutting its stuff, a wonderful reminder of the type’s huge contribution to New Zealand’s aviation history. Photo: Dave McDonald

de Havilland DHC-1 Chipmunk

This pretty little aircraft was designed in Canada for production by de Havilland (Canada) Ltd, to replace the ageing Tiger Moth. The Chipmunk proved more than equal to the task and was immediately adopted as the standard primary trainer for both RAF and RCAF. Such was the success of the type; the RAF continued to use the machine until the late 1990s, a record service for any type in that force. For many years only a handful of Chipmunks flew in New Zealand, however during the 1990s that number more than doubled with additional examples coming from South Africa, England and India, adding a dozen more – very welcome – Chipmunks to the Kiwi skies. Photo :  Gavin Conroy

de Havilland DH-84 Dragon

The Dragon went into production in 1930 and was a modified version of a design initially intended as a light bomber for the Iraqi Air Force. Of the type, 202 were built before production ended in 1937, and this particular Dragon (based in Auckland) is one of 87 DH-84 license-built by de Havilland's Australian factory during WWII. ZK-AXI was imported in 1953 and spent the next 14 years in a variety of civil roles around New Zealand before being written off in an accident. A lengthy restoration period and the aircraft was airworthy once more in 1997. Photo :  Gavin Conroy

de Havilland DH-89 Dominie / Dragon Rapide

The DH-89 was developed in 1933-34 as a light, general-purpose transport aircraft. Until 1939, 206 examples of the DH-89A were built and known as Dragon Rapide.  From 1939 on, a further 522 DH-89Bs were built for the RAF, primarily for ferrying personnel, and they were known as the Dominie (from 1941). A number of DH-89Bs also served as air ambulances. The Dominie served with the RAF and Fleet Air Arm (66), and seven also served with the Belgian Air Force.  Some were transferred to the USAAF in Europe; 9 to the RNZAF, 18 to the SAAF and others to Allied air forces for communications duties. The Luftwaffe also operated a number of Dragon Rapides during the war: including 2 ex-Latvian and 2 ex-Lithuanian aircraft captured by Soviet forces, and then by the Luftwaffe. The aircraft features 2 x 200hp Gipsy Queen III engines, providing a maximum speed of 253 km/h (157 mph), and a cruising speed of 212 km/h (131 mph) Photo :   Gavin Conroy

de Havilland DH-83 Fox Moth

Designed as a trans-channel passenger aircraft, the DH-83 Fox Moth could carry three or four passengers in the enclosed cabin, in addition to the pilot who sat in a separate cockpit. The wings, tail group and engine are common to the familiar Tiger Moth, yet the Fox shared much the same performance as the 2-seat trainer, making it a surprisingly efficient little aeroplane. These aircraft are credited with playing a major part in opening up the rugged west coast of New Zealand's South Island. Photograph:  Gavin Conroy

de Havilland DH-82a Tiger Moth

One of the most prolific de Havilland aircraft is the DH82 Tiger Moth; over 9000 were built between 1933 and 1948. De Havilland began its ‘Moth’ series of light aircraft in 1925, with the development of the DH 60 Cirrus Moth. The Tiger Moth was developed in 1934. The Tiger Moth became the RAF's basic trainer, and by the outbreak of World War Two, there were already 1000 of the type in use. An additional 4200 were delivered during the war years, and over 3000 more were built under license in Australia, New Zealand, Sweden, Portugal and Canada. Between 1939 and 1956 the RNZAF operated 335 Tigers, including 180 aircraft built in Wellington; they were used for training and communications roles. After the war and into the 1950s, 350 Tiger Moths entered the civil aircraft register, and most went on to form the basis of agricultural aviation in New Zealand. Its simple ruggedness together with its aerobatic capabilities made the Tiger Moth ideal. Photo : Gavin Conroy

Douglas DC-3/C-47 Dakota

History's most enduring utilitarian aircraft is without doubt the DC-3/C-47 series passenger/transport. Dating back to the mid-1930s, the 'Dak' proved itself robust and reliable and thousands were produced during World War Two to serve as transport aircraft throughout that conflict. Few would have believed that many of those aircraft would be still serving actively over half a century later. Some Air Forces like those of Australia, Israel and South Africa have only recently retired their ageing C-47s. The RNZAF operated 49 of these trusty transports from 1949 to 1977. Many former RNZAF examples found active civilian service as airliners post-war while others operated as very large topdressing aircraft! The current colour scheme of this aircraft is that of NZ3546 of No. 42 Squadron RNZAF. This scheme was worn by the polished metal non ‘VIP’ aircraft at the time of their retirement from RNZAF service in 1977. NZ3546 was chosen in particular as that was the squadron's ‘shuttle’ aircraft which had 28 seats and was used predominantly to transport personnel up and down the country twice weekly on Mondays and Fridays. Photo : Gavin Conroy

Fleet 16b

The Fleet Finch is a two-seat, tandem training biplane produced by Fleet Aircraft of Fort Erie, Ontario. There were a number of variants mainly based on engine variations. Over several years beginning in 1939, a total of 447 Finches were built, nearly all of them for use as elementary trainers in the British Commonwealth Air Training Plan during the Second World War. This Fleet 16b, ZK-AGC, is based at Omaka, having been imported from the USA in 2004. The Marlborough Aero Club has the distinction of being the only operator of a Fleet biplane in the whole of Australasia. This particular aircraft was delivered to the RCAF on March 4, 1941, s/n 4793 where it served as a trainer before being struck off charge on 18 October, 1943 and found its way on to the civil registry in the USA as NC128H, later N128H. The biplane is powered by a 165 hp Kinner radial engine. Photo : Gavin Conroy

L18-C Piper Super Cub

Imported from Great Britain, this 90hp military cub is the only one of its type in the country, although over 50 civil cubs fly here. In 1949 Piper began the production of the PA-18 Super Cub which was produced up until 1982, with a variety of engines ranging from 90-180hp. The military variant of the PA-18 was designated the L-18 (and later the L-21). ZK-KEZ was built-in 1951, and delivered to the French Army with serial number 51-15628. This L-18 model was used in the Korean War for general spotting and liaison work, as well as training. On January 1970 this aircraft passed from the French Army, onto the Belgian civil register as 00-SPL. In 1980 Cliff Lovell in the UK acquired it, with a number of other Cubs and Luscombes. In 1994 it was completely restored and registered as G-BKEZ, and that same year was acquired and flown (in the UK) by current owner David Marwick. In 1997 David brought it with him when he moved to New Zealand, and the aircraft is now permanently based at Omaka Aerodrome. Photograph:  Gavin Conroy

Helio Courier

The Helio Courier is a light STOL (Short Take Off & Landing) utility aircraft designed in 1949. With a minimum-control speed of around 45 km/h (28 mph), the Courier was perfectly suited for confined off-airport operations. The first one certified in July of 1954 and powered by a 260HP Lycoming engine. The Super Courier, a more powerful derivative, was used by the US Air Force from 1958 onward and by Air America during the Vietnam War as the U-10. In USAF service, the U-10 Super Courier was used for liaison work, light cargo and supply drops, psychological warfare, forward air control, and reconnaissance. Various versions were produced up through the 1980s, including turbine-powered variants. Photograph:  Gavin Conroy

North American T-6 Harvard

The aircraft that formed the foundation of the Warbirds movement in New Zealand, the Harvard continues to attract enthusiasts. Over 200 were operated by RNZAF between 1941 and 1977, so it's not surprising the aircraft is an old favourite at New Zealand air shows. Built by North American Aviation, and known as the 'AT-6 Texan' by the US Air Force, and the 'SNJ' by the US Navy, the Harvard is one of the most numerous WWII era aircraft still flying today. First flown in 1937, over 18,000 examples were built and, with the South African Air Force only retiring its last Harvards in the early 1990s, the type has enjoyed a military career spanning over 50 years. During WWII, Harvards were used for advanced training, once a pilot had completed the basics in a Tiger Moth. Elsewhere, the versatile Harvard was used for aircraft carrier training, aerial gunnery, photography, and bombing. While over 50 RNZAF Harvards were lost during WWII, today there is almost that number of ex-New Zealand Harvards in private hands worldwide, a significant number of which are air worthy. Photo : Gavin Conroy

Nanchang CJ-6a

The Nanchang shares a common ancestor with the Yak-52 in the form of the fabric covered Yak-18 trainer of the late 1940s. The Nanchang however is a fully Chinese designed and built military trainer of which some 4,000 have been built. Flush riveted and boasting a fully retractable undercarriage; the Nanchang is able to offer a slightly higher cruise speed than the Yak-52 on just 285hp. The first Nanchangs to be seen in the Western world were imported into Australia in 1990 and since that time nearly 200 have been acquired by warbird enthusiasts in the USA, Australia, and New Zealand. There are presently six Nanchangs flying in New Zealand, with a further two under restoration. Photo : Gavin Conroy

Yak-52

Designed by the Yakovlev Bureau in Russia, the Yak-52 is produced under license by Aerostar in Romania. This all-metal machine is a popular 2-seat warbird-type aircraft admired for its aerobatic qualities. Powered by a 360hp M-14 radial engine it has the distinctive feature of a partially retractable undercarriage which, when retracted, leaves all of the wheels visible. If a landing is made with the wheels still in the retracted position, the underside of the aircraft is undamaged. The first New Zealand Yak-52 was registered in 1995 and since then many more have been imported. Originally produced in 1976, the aircraft was designed as a primary trainer for pilots who would later move on to fly Soviet jet aircraft The aircraft is constructed to withstand aerobatic manoeuvres of up to 7G. The engine also features an inverted fuel system permitting up to 2 minutes inverted flight; during this time the fuel is drawn from a 5-gallon reserve tank.
Photo : Gavin Conroy

RNZAF Red Checkers

The Red Checkers aerobatic team flies the updated 300hp CT-4E Airtrainer. They are part of Flying Training Wing's 13 Airtrainers normally used for initial pilot training and instructor training. Flying as low as 30 metres, the team provides an exciting display involving formation feats, synchronised pair work and solo aerobatics. Inverted oil systems are fitted to the aircraft permitting a limited time for inverted flying, enabling the team to fly its trademark ‘mirror’ formation. After WWII, the RNZAF flew display aerobatics in both de Havilland Vampires and Harvards, but it was not until 1967 that this team was officially called the 'Red Checkers". The name was derived from the distinctive red and white checkerboard cowls on the five Harvards that made up the team. Retired in 1973 due to the oil crisis, the team was reformed in 1980, using the then recently acquired CT-4B Airtrainers. In 1998 these aircraft were upgraded to the more powerful 4-E models with a 300 hp Lycoming engine. The extra performance of the 'E' models provides the display pilots the opportunity to present even more spectacular displays. The wholly volunteer display team is drawn from instructors at the Central Flying School. All practices for the team are carried out in their spare time, and given that the aircraft separation is often less than 1.5 metres, plenty of practice is required! Photo : Gavin Conroy

RNZAF Iroquois Helicopters

Based at Ohakea, No. 3 Squadron provides the Rotary Wing Transport capability for the New Zealand Defence Force. The Squadron operates 14 Bell UH-1H Iroquois helicopters with 60 aircrew and 90 maintenance and support personnel. No. 3 Squadron RNZAF received its first five Bell UH-1 Iroquois helicopters in 1966, and a further nine were added in 1970. With two pilots and one crewman, the Iroquois can accommodate 9 passengers, 5 fully laden troops, or 7 troops in light order. With a 76m rescue winch that can lift 270 kilograms, a searchlight operating at 30 million candle power, and night vision goggle capabilities, the Iroquois is often employed in a search and rescue role. In these situations, the two 7.62 mm machine guns that can be fitted to the airframe are usually left at home. Horsepower: 1400 shaft horsepower engine. Cruising Speed: 195-205km/h (121-127 mph). Photo : Gavin Conroy

RNZAF Kiwi Blue

The Parachute Training and Support Unit (PTSU) was formed in 1965, and operates from RNZAF Base Whenuapai with a staff of 9 Air Force and NZ Army personnel. PTSU provide basic parachute instruction for initial trainees through to advanced freefall courses for specifically selected personnel. There are two main types of parachutes used in the NZDF for airborne operations. The T-IOB/D is the primary conventional round parachute in use for static line operations. It is normally dropped in large numbers and will deliver a soldier and his personal combat equipment at weights up to 150 kg from heights below 1,000 feet. The other parachute in use is the MTI-X ‘square’ or ram air parachute which is capable of use in high altitudes and can glide long distances with a fully equipped soldier at weights of up to 182 kg.  PTSU was the first in the world to develop these parachutes for military operations in the late 1970s. The PTSU is also the home of the RNZAF parachute display team known as ‘Kiwi Blue’, a part time display team staffed by six full time PTSU instructors. Kiwi Blue parachutes are for display jumping, giving greater manoeuvrability than the traditional ‘chute.’ Photo: Gavin Conroy