DAKOTA CRASH INQUIRY OPENS: POSSIBLE CAUSES OF ACCIDENT

Gisborne Herald, Volume LXXV, Issue 22761, 6 October 1948, Page 6

DAKOTA CRASH INQUIRY OPENS: POSSIBLE CAUSES OF ACCIDENT

(P.A.)

WELLINGTON, Oct. 5

Commander R. H. Makgill, second pilot in the N.A.C. Dakota which crashed in heavy cloud near Port Underwood, Marlborough, on August 9, did not hold the necessary certificate to qualify as a member of the crew.

The crash resulted in his death and that of the first pilot, Commander M. C. MacLeod, it was stated by the Crown Solicitor, Mr. W. H. Cunningham, in his opening address today before the court of inquiry into the disaster. Very Experienced Pilot

“Though Commander Makgill was a very experienced pilot and had held a B commercial license up to June 30, 1948, it had not been renewed at the time Of the accident on August 9,” said Mr. Cunningham, "He had been undergoing special courses on the ground and required less than two hours’ ‘recent flying experience’ to obtain a renewal. This he would have obtained. It was a matter which affected N.A.C. and ought not to have occurred,” added Mr. Cunningham. The Civil Aviation Branch did not suggest that the want of a B license had anything to do with the accident. The matter was mentioned to emphasise the obligation incumbent on persons conducting passenger or freight services both under the regulations and conditions contained in the service certificate to ensure that the aircrew in charge of an aircraft or passenger or goods services possessed the proper licenses. “That the pilot voluntarily entered cloud seems clear beyond all doubt,” said Mr. Cunningham outlining the evidence to be presented.

Cause of Disaster In searching for the cause of the disaster several possibilities would have to be weighed. The deliberate taking by an experienced pilot of the risk of self-destruction seemed the most unthinkable. Possible causes of the accident were then outlined by Mr. Cunningham. He said the aircraft's line of flight at the moment of impact was at an angle of 90 degrees to the direct line between Woodbourne and Paraparaumu with its left wing low while it was possibly climbing slightly at the time. Mr. Cunningham asked in his address the following questions:— “1 Was the aircraft's magnetic compass affected either by the ferrous metal cargo it was carrying or a magnetic disturbance caused by the aurora?

“2 Did the pilot set the gyroscopic direction indicator before entering cloud, fail to uncage it and fly in cloud in an arc with the instrument still caged? Happened Suddenly “3 If neither 1 or 2 is reasonably probable, did the aircraft suddenly develop some serious mechanical defect .which rendered it uncontrollable? (This was impossible to check owing to the damage.) “4 Did the pilot disregard all considerations of safety and deliberately fly into cloud covering the hills at such a height that there was almost a certainty of the plane being wrecked? “Whatever happened must have occurred with great suddenness,” said Mr. Cunningham. “This was because no word was sent back to Woodbourne. The radio-telephone had been in order a few minutes earlier and it is unlikely to have been affected by other possibilities which may develop in the course of the hearing.” Douglas Arthur Barrar, a clerk in the National Airways office. Woodbourne, gave evidence of seeing Commander MacLeod sitting in the copilot’s sett before the aircraft left the aerodrome. He did not see where Commander Makgill was but Commander MacLeod had a microphone in his hand. To Mr. E. D. Blundell, who appeared for the family of Commander MacLeod, witness said: “As far as I knew Commander Makgill flew the aircraft out of - the aerodrome. I was not aware that Commander Makgill had a few hours to go before he had a license. Thev had no conversation in front of me as to who should fly the plane.” Fisherman Observes Plane i Harry Francis Cantwell, fisherman, *r Blenheim, who was trawling off the entrance to Port Underwood on the morning of the accident, said he saw the Dakota flying clear of cloud as it crossed the coast-line on what appeared to be a normal course. It was still clear of cloud when he last saw it.

. Witness indicated on a map the positions of the plane when he first and last observed it. These were on a line parallel to and to the west of the direct line of flight from Woodburne to Paraparaumu as shown on the map. The cloud was at about 500 ft. and the plane was flying at about 400 ft. Eric Robinson McDonald, inspector of aircraft for the National Airways Corporation, said the aircraft had been under his jurisdiction since its overhaul the previous July. There had been no complaint against the gyroscopic direction indicator since the overhaul. The compass had been swung at the time of the overhaul.

Don Alexander Falconer, N.A.C., freight clerk at Woodburne, said 77411 b of payload was loaded into ZK-AOE on tlje Friday night. The plane could have taken 86941 b. and was, therefore, 9531 b. underloaded. Freeman Jesse Steel, controller of operations in the Civil Aviation Branch of Air Department, said the permit for the service laid down that the crew should be pilot and radio-operator-co-pilot, who were to be qualified according to the manual of operations. This would mean that the pilot would need to hold a “B” commercial license endorsed for Dakotas, and the second member as co-pilot-radio-operator would need to hold a valid aircraft radio operator’s license. Flying Regulations

To Mr. E. D. Blundell, appearing for the family of. Commander MacLeod, the witness said the flying regulations required pilots meeting cloud to turn back or make for another landing place. To Mr. D. W. Virtue, representing the National Airways Corporation, the witness said that apart from the reference to the radio operator, the certificate of airworthiness of the ill-fated aircraft did not further specify the crew. It did not say that one person could not be the holder of both pilot and radiooperator licenses, but he felt that they should be held separately. Re-examined by Mr. W. H. Cunningham, for Air Department, witness said the certificate for service made it clear that there must be a pilot and radiooperator each with a certificate appropriate to the post he was to fill. The chairman: Was Regulation 12, ID, waived in accord with any statutory requirement? Witness: I could not say. (Regulation 12, ID, prohibits the flying of any aircraft on a service with the passenger or co-pilot’s seat and controls assembled unless both persons forming the crew hold “B” licenses). Henry Campbell Walker, chief pilot of N.A.C.. produced the records of the two pilots. Commander Makgill had held a “B” license, but it was no longer current. Both were very experienced pilots. Commander Makgill had just taken a special instrument course, but he had received quite a considerable amount of current flying. Disciplinary Action

Because of disciplinary action quite apart from flying grounds, Commander MacLeod had been rostered rather longer than normal on the freight run. To Mr. A. S. Wiren, appearing for the relatives of Commander Makgill, witness said he considered on the flight that Commander Makgill was getting “command practice” under Commander MacLeod, having been rostered for that. Commander MacLeod would be open to permit Commander Makgill to pilot the plane and would operate the radio himself. Commander MacLeod would have duplicate control, but would not treat Commander Makgill as a beginner. To Mr. Virtue, witness said that so far as he knew Commander Makgill only needed a certain amount of command practice flying to requalify, auto-

matically for his “B” license. Commander Makgill held the necessary qualifications for the issue of an air radio operator’s license. Re-examined by Mr. Cunningham witness said he considered that N:A.C. was entitled to carry out command practice in these flights. License Lapsed in June John Graham Campbell, clerk in the licensing section of the Civil Aviation Branch, said Commander Makgill had been issued with a “B” license on April 30, 1938. It had lapsed about June 30 of this year because its validity had expired and there had been no application for a renewal. He had held a navigator's license and this had also lapsed on that date. N.A.C. had been notified on July 23 that Commander Makgill could not be accorded an instrument rating because he did not possess a valid "B’’ license. To Mr. Virtue, witness said the application for a renewal of the license was a matter for the pilot and not the corporation. Alan Mason Forbes Alexander, who left Paraparaumu at 8.15 a.m. on the morning of the accident and arrived at Woodbourne at about 8.55 a.m. in an Electra aircraft. ' said he passed the area in which the accident occurred about 8.45 a.m., but he would be further out to sea. The flight was clear of cloud and in good visibility to Tory Channel. Thereafter, there was cloud cover with the base at 700 to 800 ft with “tops” up to 2500 ft. He flew at 500 to 600 ft. He made an allowance of about 5 degrees for drift.