KAKA INQUIRY

Ashburton Guardian, Volume 69, Issue 51, 9 December 1948, Page 6

KAKA INQUIRY

DISCUSSION OVER LOGBOOK 4 Norfolk Island Mentioned (P.A.) WELLINGTON, This Day. Evidence that Commander Hare was rostered to leave Auckland for Norfolk Island at 8.15 on the morning following his fatal flight north from Paraparaumu was produced by Mr W. H. Cunningham, appearing for the Air Department when the inquiry into the Ruapehu air disaster was resumed today. Mr Cunningham said that because of this scheduled flight on the Sunday morning, Commander Hare may have been anxious to get back to Auckland on Saturday afternoon. It was also revealed that Commander Hare’s personal logbook is held by hie solicitor, and has not been made available- to the inspector of aircraft accidents.

The first witness. Captain Henry Campbell Walker, N.A.C. chief pilot, produced' details of the flying experience of Commander Hare and Second Officer. Russell. Commander Hare had a total of 5004 flying hours, including 4319 in command, of which 3137 were fn command of multi-engined aircraft. He had 356 hours on Electra aircraft and 239 hours in command of Electras. His hours on the Whenuapai-Parapar-aumu route were 49, of which 42 were in command. He had a B licence, a provisional instrument rating, an aircraft radio telephone operator’s licence, third class, the corporation command certificate for a LockheeclElectra, and a route competency certificate. On the route, Whenuapai, Hamilton, Palmerston North, Paraparaumu, Dunedin corporation, a D certificate authorises the holder to command aiicraft named. . Commander Hare’s competency to fly on instruments was last checked m October by visual senior pilot Captain Mathison. That was a route check, and Commander Hare was given an average assessment. N.A.C. gave navigational training in conjunction with the instrument course. Commander Hare was given a complete instrument course, including dead reckoningpositioning by radio bearings, and ie use of automatic radio compass. His navigation waS quite satisfactory.

Held by Solicitor Captain Walker said that Commander Hare’s logbook was held by his soli,Citol\ To Mr Cunningham, witness said he doubted that Commander Hare was rostered to leave for Norfolk Island on October 24. „ Shown, a document recovered from the Kaka, and asked if it that Commander Hare was so ed Captain Walker said he would not accept that without checking N.A.C. records. The document produced was not addressed to anyone. Mr Cunningham: “It was found m the aircraft and is dated October 19. Sir Harold Johnston, K.C.: What is the point?” - , .. Mr Cunningham: “It shows that he may have been anxious to get back 'to Auckland to leave for Norfolk Island on tho following morning.” Mr D. W. Virtue, for N.A.C., said the production of this document was a surprise to him. As it was signed by some person in N.A.C., they should have been, given the opportunity or producing that person as a witness. “I knew nothing of this until a moment ago. It is unsatisfactory that 'we did not have advance notice of the production of this document.” } Referring to Commander Hares logbook, Mr Virtue said he did not know who Commander Hare’s solicitor Avas. , , . Sir Harold Johnston asked who the logbook belonged to. Captain Walker replied that il was the pilot’s own. Mr Virtue: “This is the first mention, as far as I am concerned, that tho lokbook is not available to the board. It might lurve been mentioned to me that an attempt had been made to get the logbook.” Captain Walker said the logbook was the pilot’s own personal record, and Avas normally kept with his OAvn belongings. The Corporation did not require pilots to keep their logbooks with them at all times. The Corporation kept, OAvn com pi etc log of a pilot’s flying, and required to see the pilot’s personal log only once in six months to keep the summary of his flying up to date. The log of the actual journeys flown was obtained by the Corporation from its own journey logs.

Mr Cunningham: “The journey, log was recovered from the wreckage. The regulations require a pilot to produce his logbook to the Corporation if required. It is a document which ought to have been available to the Inspector of Accidents.”

Qualified to Take Over Captain Walker said that Second Officer Russell had a total flying time of 1.049 hours, of which 231 were as pilot in command, including pilot in command of multi-engined aircraft. Ho had 146 hours in Electras, of which 129 hours were as co-pilot, and 32 hours on the route. He had an A and B licence, and an air telegraph operator’s licence. He did not hold a command certificate or any route competency. The grading of his B licence was not endorsed for Electras. The designation co-pilot did not necessarily mean a pilot fully qualified to take over aircraft, but he would be capable of doing,so. Similarly, in regard to taking over without possessing instrumental rating, he would be capable of doing so. He was capable and qualified as far as the department’s requirements were concerned. They-hoped to improve the position by having co-pilots fully qualified. A copilot’s primary duty was as radio operator, but he shotild be capable of taking over in an emergency. Sir Harold Johnston: “That shows a present weakness.” • Mr Cunningham, said that to the public classification of a pilot and copilot conveyed the impression that a co-pilot could take command. Captain Walker said a co-pilot was quite competent. He was not incompetent because lie did not hold the necessary licences to take command. Russell had taken a complete instrument course, and had constant practice. Co-pilots were qualified in every respect for at least one type of aircraft on which they flew. It would be

impossible to qualify them in every type. Russell was qualified and held a command certificate on Douglas aircraft. Captain Walker said that Durning’s statement that no reliable bearings could be taken from the centre of .the island on the Wanganui and Hamilton homers was substantially correct. That, condition prevailed whenever bad weather was experienced, and there was interference with radio reception. The corporation knew that before September from pilots’ experience on that route. The corporation knew the limits of radio aids on that route before they started the Hamilton service. Of tire weather on October 23, Captain Walker said he would go no further than to say it was a day on which instrument flying was necessary. He knew of no special instructions to pilots for flying in Ihaf weather. He agreed 1 Hat, for instrument flying conditions, pilots should brief themselves very earefullv on the weather for the route.