About this document
This page contains a formatted transcription of RNZAF material relating to the crash of Kittyhawk NZ3031 near Wainuiomata on 1 May 1943, in which Sergeant Thomas Victor Marchant of No. 16 Squadron was killed.
Editorial note: The transcription has been reproduced substantially as supplied. Obvious formatting issues and some headings have been standardised for readability, while apparent factual, date, spelling and service-number inconsistencies within the original transcription have generally been retained.
RNZAF Accident Report
Archives NZ Reference AIR1 587 25/2/916
Kittyhawk NZ3031 – Wainuiomata – Crashed hill, 1 dead, 1 May 1943
NZ 421086 Sergeant Thomas Victor Marchant
16 Squadron Woodbourne
Memorandum for the Honourable Minister of Defence
On the 1st May Sergeant Marchant of No.16 Squadron, Woodbourne, was detailed to perfom a cross-country flight in co-operation with the Observer Corps. The route to be taken was Ohakea – Paraparaumu – Palliser Bay – Flat Point – Urite Point – Alfredton – Weber – Ohakea. Other Kittyhawk aircraft of No.16 Squadron had been detailed to carry out an interception practice in the Masterton area from Ohakea. This practice was cancelled owing to weather conditions as reported from Central Group Fighter Operations Room and the Meteorological Office, Ohakea, being unfavourable for this particular practice. It was considered, however, that the weather conditions were not such as to justify cancelling Sergeant Marchant’s exercise, but it was impressed on him that he should turn back if he encountered unfavourable weather. He took off from Ohakea at 1345 hrs and was last contacted by R/T at 1412 hours when in the neighbourhood of Lower Hutt. At this stage there was nothing to suggest that Sergeant Marchant was encountering any difficulties. Shortly after that his aircraft struck a hill about 200 ft below the summit near Wainui-O-Mata. The aircraft caught fire on impact and was totally destroyed, and Sergeant Marchant was killed instantly. The Court of Inquiry has raised the point that certain information obtained from P/O Howie who had been flying over portions of the route to be taken by Sergeant Marchant, and had found weather conditions adverse, was not made available to Sergeant Marchant, although it might have prevented him from going into the country where he crashed. The point has been investigated and it is considered that a report on weather conditions existing at 1140 hours would not be sufficiently reliable to pass on to a pilot taking off at 1345 hours, particularly as later information had been obtained at Ohakea immediately before his take-off. The evidence discloses that in fact the hilltops were clear of cloud, and that there was no danger in following the route laid down. The Court of Enquiry found that the pilot committed an error of judgment in attempting to cross the range from the leeward side in a strong wind (which according to the Meteorological report must have been approximately 40 miles an hour) without gaining sufficient height to allow for downdraughts. With this conclusion there is no reason to disagree.
L. R. Bannerman, Air Commodore, Air Force Member for Personnel
Royal New Zealand Air Force Proceedings of Court of Enquiry: Flying Accidents
Court was assembled 3 May 1943 at Fairhall, Woodbourne by order of Air Department Signal P.168 dated 3 May 1943 with instructions to inquire into the circumstances connected with the accident on 1 May 1943 at Wai-nui-o-mata near Lower Hutt.
- Aircraft: Kittyhawk Mark IA NZ3031 – Totally damaged.
- Engine: P.40 – A. No. 42.34371 – Maker’s No. 10056 – Totally damaged.
- Occupant: Sergeant Thomas Victor Marchant, 16 Squadron, Woodbourne, Pilot
- Inquiring specially into: (a) the cause of occurrence and whether there are any means of preventing future similar accident; (b) the amount and nature of damage to aircraft and engine; (c) whether there has occurred any negligence of lack of discipline.
- President: Wing Commander Gerald Lomax Stedman; Unit: Rongotai
- Member: Squadron Leader Robert George Linklater; Woodbourne
- Member: Flight Lieutenant Jack Sandford Nelson; 16 Squadron, Woodbourne
- In attendance: Wing Commander R. C. Kean, Air Department
List of witnesses
- Flight Lieutenant J. D. Robins 16 Squadron (called twice)
- (Rank obscured) A. Colville 16 Squadron
- (Rank obscured) J. K. Matthewson 16 Squadron
- (Rank obscured) L. D. Bell Ohakea
- Flight Sergeant J. C. Voss 16 Squadron
- (Rank obscured) J. C. Asprey 16 Squadron
- (Rank obscured) A. C. Howard 16 Squadron
- (Rank obscured) R. O. Schmidt 16 Squadron
- A.C.1 Beanland Woburn
- A. Cpl. A. J. Thompson 16 Squadron
- Squadron Leader A. M. Scott Rongotai
- Pilot Officer J. F. Band R. & M. Air Dept
- Squadron Leader J. R. Agar Central Group (called twice)
- Mr McLaughlin Wainui-o-mata
- Mrs McLaughlin Wainui-o-mata
- Flight Officer G. C. Howie Rongotai
- Flight Officer G. C. Lewis Rongotai
1st witness: Flight Lieutenant John Donovan Robins No. 16 Squadron, Woodbourne
I am the Flight Commander in charge of “B” Flight of which Sergeant Marchant was a member. Pilot Officer Mathieson The Squadron Intelligence Officer approached me several days prior to the 1st May and informed me that the Controller of our local Operations Room had asked him to pass the following information to me as an Operational Order that one Kittyhawk aircraft would be required to carry out a cross country from Ohakea on 1st May in addition to the two Kittyhawk aircraft which were already asked for by a written Operational order which I hereby produce. He asked me who the pilot of the aircraft would be. I informed him that it would be Sgt. Marchant. This cross country I was given to understand was to be for co-operation with the Observer Group and the following routes were to be covered. I then instructed Pilot Officer Mathieson to brief the pilot on what was required. I inspected personally the map which Sgt. Marchant had made up with his tracks pencilled in. The day of the flight 1st May I authorised the flight (Authorisation Book produced) to Ohakea, also the flight which he was to do from Ohakea. He signed for both the flights prior to taking off from Fairhall to Ohakea. The route to be taken was Ohakea to Paraparaumu, Palliser Bay, Flat Point, Urite Point, Alfredton, Weber, Ohakea. We then proceeded to Ohakea in formation of three, the fourth Kittyhawk having trouble to start followed approximately ten minutes later. The pilot of this machine was Flight Sergeant Voss. I led the formation at an approximate height of three thousand five hundred feet. A broken cloud was encountered in the vicinity of Mana Island. The bottom of this cloud was approximately three thousand six hundred feet. The top four thousand two hundred feet. Amount five-tenths. The time was 11.25 approx. This cloud extended to approximately Kapiti Island where the sky was clear. We arrived at Ohakea at approximately 11.40. As we left the aircraft I detailed Flight Sergeant Voss to inspect the Travelling Form 700’s of all the Kittyhawk aircraft at 1245 hours to ensure that the times had been filled in and the machines refuelled. After lunch I contacted Flying Officer Bell the Controller of the Ohakea Operations Room and discussed the interception and cross country which were to be done. Owing to the weather report indicating that there was five-tenths cloud at five thousand feet over the Masterton areas where we were to do the interception he decided that we would not do the interception as the Observer Corp would be unable to plot the Fighter aircraft sufficiently well above five-tenths cloud at five thousand feet. I discussed the cross country with him and decided that the weather was suitable for this to be carried out. Flying Officer Bell contacted Fighter Operations Wellington and the Meteorological Office re weather reports before the decisions were made. As Sergeant Marchant had been detailed to take off at 1345 hours I allowed him to continue in the normal manner. I consider Sgt. Marchant was a reliable type of pilot and at the time of the flight, to the best of my knowledge, was fit to undertake same.
Questioned by the Court.
What time did the aircraft actually take off? 1345 hours
What time was the weather report obtained by Flying Officer Bell? Approx 1330 hours. It was obtained by telephone from Operations Room Central Group.
Was the map referred to earlier in your evidence in the aircraft? To the best of my knowledge he took the map which I inspected previously. There is normally a sector map in the aircraft which covers the area.
Has a pilot on a flight such as this discretion as to whether to proceed if adverse weather conditions are encountered? Yes. When discussing the flight on April 30th with Sgt. Marchant I pointed out to him that he had full power to turn round and return to base if he encountered bad weather, on any flight.
2nd witness: Pilot Officer Alexander Colville
I am the Engineer Officer at No.16 Squadron, Woodbourne. I hereby produce the Airframe and Engine log books of Kittyhawk NZ3031 and the current Form 700. To the best of my knowledge the aircraft was in a serviceable condition and all inspections had been carried out. There were no outstanding modifications. All instruments were serviceable.
3rd witness: Pilot Officer John Keith Matthewson
I am the Intelligence Officer at No.16 Squadron. On Friday the 30th April at approximately 1600 hours I briefed Sgt. Marchant and explained the route for the cross country flight which he marked on his own map in green pencil. The instructions for this flight were received by telephone message from Flying Officer Schmidt, Operations Room, Woodbourne on either April 29th or April 30th. I understood that the cross country flight was to be an exercise for the Air Observer Corp and it was to commence at Ohakea at 1345 hours on May 1st. The route was from Ohakea to Paraparaumu to Palliser Bay to Martinborough to Flat Point to Uruti Point to Alfredton to Weber and back to Ohakea. I personally have not received confirmation in writing of this order. With others, at Ohakea on 1st May, I was in conversation with Sgt. Marchant from about 1315 hours till about 1335 hours and I observed nothing leading me to think he was otherwise than in good health. Sgt. Marchant then went to his Kittyhawk and took off at approximately 1347 hours. Prior to take off I asked Sgt. Marchant had he got his marked map and he indicated in the affirmative.
4th witness: Flying Officer Leonard Dalzell Bell
I am Operations Officer at Ohakea. On Saturday 1st May I was on duty in the Flight Operations Room at Ohakea to act as Controller for Interception. At 1315 hours F/Lt Robins and myself discussed the weather as to its suitability. At about 1325 hours I obtained a weather report from Central Group Fighter Operations regarding the weather in the Masterton area, which was wind south west fifteen, visibility 6 miles, low cloud three-tenths at three thousand tops four to five thousand, total cloud ten-tenths ten thousand. This was confirmed by Ohakea Met. Office with the exception of the total cloud which was not mentioned. After discussing the weather with F/Lt Robins it was decided to cancel the Interceptions but allow Sgt. Marchant to carry on with the prearranged Observer Corp Flight which was from Ohakea to Paraparaumu, Palliser Bay, Martinborough, Flat Point, Ureti, Alfredton, Weber, back to Ohakea below cloud. Sgt. Marchant was given permission to take off by R.T. at 1344 hours and was air borne at 1351 hours. The Operations Room was in R.T. contact and received one position at Otaki on a course of 180 at three thousand feet. The next position was given at 1412 hours which was approximately Lower Hutt on a course of 150 magnetic. He also gave his height which was not fully received only two point something being received, which is two thousand odd feet. At approximately 1430 hours I received a ring from Fighter Operations Central Group asking if we still had R.T. contact with Sgt. Marchant. At this time we had been calling since 1415 hours without getting a reply. I cancelled the Interception practice because of the low cloud appearing to have joined the high cloud over the ranges as this meant sending aircraft through the cloud over the ranges to reach Masterton. The weather for Sgt. Marchant’s route had been discussed with F/Lt Robins who had arrived from Blenheim shortly after 1200 hours. F/Lt Robins stated that the weather as he was coming across Cook Strait and in the Wellington areas looked doubtful/but as it was mainly a coastal route and the ceiling at Masterton was above three thousand Sgt. Marchant was also told by R.T. not to go into any dirty weather just before he took off.
5th witness: NZ415391 Flight Sergeant Jack Clarence Voss, No. 16 Squadron
I am an Operational Fighter Pilot at the above Squadron. On 1st May I flew to Ohakea to take part in an Operational flight which was subsequently cancelled. On arrival F/Lt Robins detailed me to check Form 700’s and refuelling of 16 Squadron aircraft at 1300 hours. This was carried out and all aircraft at that time had been refuelled. I was talking to Sgt. Marchant just before he took off and he appeared to be in his normal health. To my knowledge there were no adjustments made to Sgt. Marchant’s aircraft while it was at Ohakea. No.16 Squadron machines returned to Woodbourne leaving Ohakea at 1600 hours arriving at approximately 1640 hours on 1st May. The weather conditions on the return flight were similar to those obtaining on the northward flight earlier that day. The weather had not noticeably deteriorated.
6th witness: NZ40525 L.A.C. James George Apsrey, No.16 Squadron, Woodbourne
I am a Flight Mechanic at the above Station. I carried out the Daily Inspection of Kittyhawk aircraft NZ3031 on 30th April 1943 at 1700 hours. I found that everything was serviceable for flying and signed the Form 700 to that effect, which is produced here now. There were no replacements or repairs necessary as a result of the inspection made on April 30th.
7th witness: NZ391008 AC1 Howard Allan George, Fitter IIA, No.16 Squadron
I am a Fitter IIA at the above Station [Woodboure], and in charge of Kittyhawk aircraft NZ3031. I did the Daily Inspection on this aircraft at 1700 hours on the 30th May 1943. I inspected everything according to Unit Maintenance Orders found everything serviceable, and signed the Form 700, produced here. No replacements were necessary at the last inspection.
8th witness: Flying Officer Richard Otto Schmidt, No.16 Squadron
I am Operations Officer for No.16 Squadron, Woodbourne. At approximately 1100 hours on Friday 30th April a telephone message was received in Operations Room Woodbourne by Squadron Leader Jones who passed the information to me. I then telephoned it to Pilot Officer Matthewson. The telephone message was from Squadron Leader Agar of Central Group O.C. Observer Corps. To my knowledge these instructions have never been confirmed in writing.
Questioned by the Court:
Is a record kept in Operations Room of telephone orders received from Group Headquarters? Yes.
Was a record made of this particular order? No, it was not as it came to Squadron Leader Jones who at the time was in the Operations Room. This particular instruction would not normally come through Operations as it referred to an exercise rather than Operation. Even if received by me it would not have been logged as it relates to an exercise which is no concern of the Operations Room, and is usually referred direct to the Commanding Officer of the Unit.
9th witness: NZ4213409 A.C.1 Beanland Allan John Foster
I am an R.T. Operator at the Woodbourne station. I was on duty on 1st May during the time the aircraft Kittyhawk NZ3031 left Ohakea. The first information I received was at 1351 hours Ohakea Ground station passed a message that Campbell 39 (Sgt. Marchant) was going on a prearranged flight. I acknowledged that message, and listened out for that aircraft from then on. At 1400 hours Sgt. Marchant passed a message to Ohakea that his position was A 88D An.4.V.175 (between Otaki and Manakau) four thousand feet on course of 175 magnetic. The ground station acknowledged that message. At 1405 hours Sgt. Marchant passed a message to Ohakea ground station giving his position as A 77D AN.2.5 V.140 (Paraparaumu 2500 feet on a course of 140 magnetic.) The message was acknowledged by ground station. At 1410 hours Sgt. Marchant passed a message to Woodbourne ground station giving position as A.74B AN.2.5 V.150 (within a few miles of the point of the crash) at 2500 feet on a course of 150 magnetic. This was the last message received.Reception was clear, his voice was normal and at no time during his flight did he report on the weather. No intimation was given me that there was trouble with the aircraft. I made repeated calls to the aircraft after that time but received no reply.
10th witness: NZ401559A Corporal Andrew John Thompson No.16 Squadron
I am an Instrument Repairer at Woodbourne station. I was in charge of the instruments in Kittyhawk NZ3031 and carried out a Daily Inspection on that aircraft between 1600 hours and 1700 hours on Friday 30th April. This is my signature on the Form 700 produced to the Court. The artificial Horizon was removed from aircraft NZ3031 on 22 April 1943 and an artificial horizon from aircraft NZ3013, which aircraft had been sent to this station in unserviceable condition. Examination of the filters on the gyro instruments on NZ3013 disclosed that they were in a particularly dirty condition. The filter on the Horizon fitted to NZ3031 was changed by me but the instrument was not calibrated. Since fitting this instrument to NZ3031 this aircraft has flown two hours and no complaints had been received from the pilot with regard to the functioning of this instrument. Frequent changes of instruments are necessary to keep aircraft serviceable.
Questioned by the Court:
Does the caging of the Artificial Horizon cause frequent trouble? Within the last month there have been several cases of caging trouble.
What in your opinion causes this caging trouble? Aerobatics with uncaged instruments could possibly cause it.
The witness then added that the last flight prior to Sgt. Marchant flying the machine to Ohakea was made by F/Lt Robins on 28 April 1943 at night when he flew the machine for one hour 35 minutes. F/Lt Robins made no adverse comments on the instruments.
1st witness recalled: Flight Lieutenant John Donovan Robins
Questioned by the Court
When flying to Ohakea at 1130 hours on 1st May what was the wind strength and direction in Cook Strait area? In my estimation the wind conditions prevailing in the Straits area during my flight to Ohakea on 1st May at approximately 1130 hours are at four thousand feet approximately fifty to sixty miles an hour from the south south east.
On your return flight to Woodbourne at approximately 1630 hours on May 1st had the weather deteriorated in the vicinity of Wellington from that obtaining on the flight to Ohakea earlier in the day? In my opinion the weather had improved slightly, but ten tenths cloud was noticeable just sitting on the tops of the higher points of the ranges north of Wellington.
When discussing the weather with Flying Officer Bell at Ohakea after he had received the telephone report from Wellington was there any doubt expressed whether conditions were suitable for Sgt. Marchant’s flight? To the best of my knowledge there was no doubt expressed with regard to Sgt. Marchant’s flight.
Who decided that the flight would proceed? I did.
What was the reason that Sgt. Marchant did not sign the Form 1575 in respect of this flight? Form 1575 travelled to Ohakea in a Harvard which arrived some time during the lunch hour and was not seen by Sgt. Marchant, because he apparently did not make enquiries into its whereabouts before he took off, from Pilot Officer Matthewson, to whom I allotted the job of taking the Authorisation book to Ohakea.
What assessment would you place on Sgt. Marchant as a pilot and a pilot navigator? As a pilot above the average. Definitely inclined to be slightly over confident. As a pilot navigator quite average. I hereby produce the log book for further evidence.
When flying on 28 April 1943 at night in Kittyhawk NZ3031 did the Direction Indicator and Artificial Horizon function satisfactorily? Definitely yes.
11th witness: Squadron Leader Archibald Murray Scott, Medical Officer, Rongotai
I accompanied the Air Force party to the scene of the crash on May 1st. The Pilot’s body had been thrown forward out of the seat, the head being extensively damaged and there were multiple injuries to the limbs. The body had been extensively charred. Death was instantaneous and due to the injuries received in the crash. Although starting the journey on May 1st we did not reach the scene of the accident until approximately 0830 hours on May 2nd.
12th witness: Flying Officer Joseph Frederick Band, Repair & Maintenance, Air Dept.
I arrived at the scene of the crash at approximately 0830 hours on the 2nd May, having started off in the afternoon of the 1st May. The aircraft apparently had struck a rock face approximately 200 feet below the top of the range, and caught fire and blown up. The aircraft was spread over a considerable area and the remains of the pilot was located in the vicinity of the cockpit. I do not consider any part of the aircraft is worth salvaging due to its burnt condition. On May 1st we went into the bush at 1600 hours, the weather was clear but about 5/10ths clouds. The tops of the range where the smoke of the burning aircraft could be seen was quite clear and not surrounded by mist.
13th witness: Sq/L John Reginald Shelton Agar, Central Group Headquarters, Wellington
I am Officer in charge of Observer Corps at Central Group Headquarters. On the 30th April I asked Squadron Leader Jones, 16 Squadron, to supply one additional Kittyhawk for Air Observer Corps exercises, which were being held on the 1st May. This machine was based at Ohakea and was to fly on the following route:- Leave Base 1345 hours, Ohakea, Paraparaumu, Palliser Bay, Gladstone, Flat Point, Uriti Point, Alfredton, Pongaroa, Waipukurau, Motu Kura, Napier, Waipukurau, Dannevirke, Palmerston North, Ohakea. Height: 2000’ or Cloud Base. In the event of the weather being unsuitable it was arranged that the pilot should return to Woodbourne.
14th witness: Mr Donald Brennan McLaughlin, Farm Manager, Wainui-o-Mata
On Saturday, 1st May, 1943, about 1400 hours I heard and saw an aircraft flying around the valley. The aircraft circled and changed its course two or three times and then was heard to crash at the head of Skerretts’ Valley. Just prior to the sound of the crash I heard the engine roar as though the throttle had been pushed wide open. I went to the scene of the accident and was first on the spot. The aircraft was completely destroyed and still burning. I searched for the pilot but could not see any sign of him. The heat was too intense to get very near. I stood by the wreckage and signalled to the search plane when it came over the area. It appeared to me from my position that the search plane had difficulty in maintaining height and was being tossed about violently. Regarding the cloud conditions the tops of the hills were clear but the clouds were drifting just clear of the ridge. The cloud base was clearly defined. The pilot was not flying in cloud when he crashed. From the marks of the crash it appeared to me that the aircraft was travelling in a northerly direction at the time of impact. Subsequently I lead in the police party and guided in the Air Force party on the 2nd May 1943.
15th witness: Mrs Hilda McLaughlin, wife of previous witness
On Saturday, 1st May 1943, I heard an aircraft flying low over my home below the level of a hill pointed out to me by the Court approximately 200 feet. I ran out to see because the aircraft sounded to be in trouble because the engine was popping as he past over. I then observed him to be below the level of the hill pointed out. He flew up the valley towards the Waterworks and appeared to be trying to land. He then appeared to be swept across the valley and hills to where he crashed. The engine roared loudly just before the impact, which could be heard very plainly. I could not see the machine crash but saw it nose down going out of sight. After that I saw the sky lit up and the smoke of fire.
16th witness: P/Off Graham Cargill Howie, No.2 Anti-Aircraft Co-operation Unit, Rongotai
On Saturday, 1st May, acting on information received from a Pilot who came from Masterton arriving at Rongotai at approximately 11.40, I decided that I would be unable to follow the course given me by the Officer in Charge of the Observer Corps, Central Group Headquarters, so he was communicated with by telephone and an alternative course was suggested. This was agreed to. The original course was Rongotai, Palliser Bay, Greytown, Flat Point, Pongoroa, Alfredton, Masterton, Palliser Bay, Rongotai. The course actually flown was Rongotai, via the coast of Palliser Bay, to Greytown to Alfredton, Masterton, to Cape Palliser, via coast to Rongotai. I left the ground at 1355 hours. The ceiling around the coast to Palliser Bay was no more than 1000 feet. From Palliser to Greytown the ceiling rose to approximately 1500 feet, their being ten tenths cloud. From Greytown to Alfredton the ceiling was up to 2000 feet. While flying up the valley it was observed that the Ronga Ronga Range and the Rimutakas were obscured with thick cloud down to 1500 feet. On the return journey the same conditions prevailed. I arrived back at 1515 hours. The wind conditions at the time of the flight sou-sou-east 30 to 40 miles and hour. As the result of my own observations on the flight it would have been quite impossible to have flown the original course without going into cloud.
Questioned by the Court:
To whom did you report the adverse weather conditions given you by the pilot who flew from Masterton at approximately 1140 hours? Lt. Protheroe, Liaison Officer, who rang S/Ldr. Agar, Central Group Headquarters in my presence, once at 1130 and secondly at about 1300 hours when an alternative route was agreed to. S/Ldr Agar was very anxious that the exercise should not be cancelled altogether. I produce the instructions received from the Central Group Headquarters Air Observer Corps exercises 1 May 1943.
17th witness: Flying Officer George Clifton Lewis, Communications Flight, Rongotai
I took off at 1520 hours on Saturday, May 1st, in an attempt to find a missing aircraft which had been reported to me to be in the vicinity of the Wainuiomata waterworks area. I returned from this flight at 1605 hours not having found anything. I kept away from the ridge where the aircraft was eventually discovered owing to the severe down drafts. Following telephone information that the aircraft was located in the vicinity of this ridge I took off again at 1645 hours and located the aircraft in the bush at 1705 hours approximately 100 feet below the ridge. I estimate the top of the ridge 1600 feet. I approached the ridge at 3400 feet and the down drafts would take me down close to the ridge before I could get away again, not being able to complete a turn on the lee side of the ridge. The aircraft had crashed on the lee side of the ridge. When at 3400 feet I was just in the base of the cloud. I began my second run by going along the windward side of the ridge and then crossed to the leeward side and lost a thousand feet in a severe downdraft. The air was very turbulent with very strong downdrafts lee of the ridges. The wrecked aircraft was situated just below a saddle in the range. This saddle would have represented a good crossing place in fair weather. I estimate the wind strength at 35 to 45 miles an hour from south south east. This applied to both flights.
13th witness recalled: Squadron Leader John Reginald Shelton Agar
Question: Do you remember the Liaison Officer, A. C. U. Flight, Rongotai, communicating with you stating that the weather was too bad to do the original flight as given out in your instructions. This telephone conversation was at about 1130 hours. Answer: Yes.
Question: At 1300 hours it was agreed to fly a modified course via the coast in low country? Yes.
Question:
Did you pass the information on to anybody else at Central Group Headquarters knowing that the Kittyhawk flight from Ohakea was to take place? The Flight Controller on duty knew that the Harvard from Rongotai was flying on a modified route on account of bad weather, but as far as I know that information was not passed on to Ohakea.
The finding of the Court
(a) The cause of the accident was in our opinion that the Pilot committed an error of judgement in attempting to cross the range from the lee side in a strong wind with insufficient height to allow for downdrafts. It appears that certain weather information was available at Central Group Headquarters which was not handed on to the pilot either before he took off or by R.T. which would have prevented him getting into the country where he subsequently crashed.
(b) The aircraft and engine were completely destroyed
(c) There was no negligence or lack of discipline
Flying experience of T. V. Marchant
- Trained at Harewood-Woodbourne. Awarded flying badge 2 Sep 1942. Total flying time 473 hours and 5 minutes. Solo 374.20; Dual 98.45
- Plane: Harvard 11
- Prior to obtaining Flying Badge Solo 41.25 hrs Dual 40.15 hrs
- Subsequent to obtaining Flying Badge Solo 182.25 hrs Dual 21.05 hrs
- Within 6 months previous to accident Solo 111.40 hrs Dual 0.10 hrs
- Plane: Kittyhawk (P40E)
- Subsequent to obtaining Flying Badge Solo 76.20 hrs Dual – Nil
- Within 6 months previous to accident Solo 76.20 hrs Dual – Nil
- Plane: Harvard 11A
- Subsequent to obtaining Flying Badge Solo 36.35 hrs Dual – Nil
- Within 6 months previous to accident Solo 36.35 hrs Dual – Nil
- Plane: D.H.82
- Prior to obtaining Flying Badge Solo 37.35 hrs Dual 37.25 hrs
- Within 6 months previous to accident Solo – Nil Dual – Nil
Findings of Court
The purpose of and instructions for the flight: Officer Commanding Air Observer Corps, Central Group H.Q. To fly over a course at 2000’ or below cloud base. Ordered the flight as practice for Air Observer Corps.
The accident occurred at 1415 hours
Plane: Kittyhawk (P.40.E) NZ.3031 Single control, Sgt.T.V. Marchant
Permission given to take off at 1344 on 1 May 1943. Took off 1351 hrs.
Cloud 4/10 – 5/10. Base 4000’ – 5000’. Visibility good. Hill tops obscured by low lying clouds. Plane was examined by the Fitter and Rigger on 30 April 1943 at 1700hrs and the aircraft was found to be serviceable for the flight undertaken on 1 May 1943.
Engine log (Form 1309), Airframe Log (Form 1308) Form 700. Pilots Logbook. Flight authorisation book. Engine and airframe in serviceable condition and all inspections and modifications up to date and carried out. Form 700 correct and signed. Travelling F.700 lost with aircraft. Airframe 210.30 hours, Engine 220.00 hours.
We have visited the scene of the accident… No attempt was made to use parachute as the pilot had not left the cockpit. The Court proceeded to within a mile or two of the scene of the crash but were unable to examine the crash owing to its inaccessibility.
Meteorological Report from Station Headquarters, RNZAF Station Rongotai
Upper Winds at Wellington Saturday 1st May 1943
At 1450 hours at 2,000ft wind direction 170o wind 40 miles per hour At Wellington – overcast – 5/10 to 8/10 Strats Cumulus, Base 1,500ft Wind S.S.E., 15-20 miles per hour
Weather conditions at Wainuiomata Reservoir
Rainfall for 24 hours ending 2nd May, 0.02 ins.
- At 0900 Wind south 5 miles per hour, partly cloudy – clouds 6/10
- At 1200 Clear sky
- At 1500 Overcast Clear sky at mid-day, but became overcast shortly after, but base remained clear of mountain tops, ie. Above 3,000ft until after 1500 hours. No rainfall until about 1500 hours.
Weather conditions at Orongorongo Reservoir
Rainfall for 24 hours ending 2nd May 1943 – 0.01 ins. 0900 Wind N.E. 10 miles per hour, overcast, clouds 1/10 1200 Overcast 1500 Cloudy with passing shower The above information was received at Rongotai per telephone at 1130 hours on 5th May 1943. The conditions at Wellington, as described, taken from recorded observations. The Sgt. Pilot was issued with the usual met. Report at Blenheim at 0730 hours on Saturday 1st May 1943.
Accident Report
- Kittyhawk NZ3031 Mark: 1A
- Engine: Allison V1710 F3R No. 10056
- Primary cause of accident: unknown
- Marchant found dead in aircraft
- Detail one officer to represent service at funeral late NZ421076 Sgt Marchant Thomas Victor.
- Contact Dempsey funeral director Wanganui for time date and place.
- Next of Kin notified from Woodbourne.
