The Sir Geoffrey Roberts Memorial Lecture

Third Annual Aviation Industry Conference Week July 2010

W R Tannock BSc (Hons), CEng, FRAeS

To be offered the opportunity to deliver the first Sir ber of the New Zealand Territorial Force, left these Geoffrey Roberts Memorial Lecture is indeed an shores for UK, at his own expense, to join the Royal honour and I thank The Guild of Air Pilots and Air Air Force. Although he failed his first medical ex- Navigators, The Royal New Zealand Air Force, The amination - his health was "rundown" after seven Royal Aeronautical Society and The Aviation Indus- weeks at sea - he was soon accepted into the RAF on try Association for inviting me to do so. a short service commission with the rank of Acting Pilot Officer – just as well since he had less than 10 The founding organisations determined that the shillings in its pocket. After the mandatory period of subject of the lecture would be “on any significant " square bashing" and a short period of, as Des Lyn- civilian or military aviation topic, this can include skey used to call it, " knife and fork school", he was design, testing of significant aircraft, significant off to flying training, passing successfully as an technical or safety initiatives or the contributions of "above-average" student graduating with a major civilian or military aviation personnel”. I feel "distinguished pass". it is entirely appropriate that this inaugural lecture should commemorate the life and times of Sir Geof- Geoffrey Roberts was posted to India to fly light- frey himself considering the significant contribution day bombers on the Northwest frontier where he was he made to both military and civil aviation. to stay until 1933. On a period of leave, during which he met Phyllis, whom he later married, he did Geoffrey Newland Roberts arrived in this world in some mountaineering in the Southern Alps where he 1906. He was the third child of an English immi- became involved in rather a daring rescue operation. grant father and a New Zealand mother from a pio- Returning to the subcontinent, he was flat broke - so neer Taranaki family. When he died in 1995, his life broke, in fact, that he had to borrow a "quid" from had spanned nearly the whole of the 20th century his personal bearer on disembarking from the ship. and nearly the first one hundred years of flight. At the end of his posting to India and with his Geoffrey's father, Charles, owned a hardware busi- Short Service Commission soon-to-be completed, ness in Inglewood. Geoffrey had two elder siblings, Geoffrey Roberts found himself with three choices. Kenneth, who became an accomplished and well- Stay in the RAF, join an airline or begin again in in- respected scientist in the , and Flor- dustry. Such was the integrity and determination of ence, a dedicated teacher both here and in England. the man, that after the apparent glamour of being an RAF officer on the Northwest Frontier, he returned Geoffrey’s father was an Anglican lay reader and to "civvie" street working on shift in the mill room of has been described as a gentle romantic but he had the Goodyear Tyre Company, at least it was still in his austere side - he was a strict disciplinarian. The aviation – Goodyear made aircraft brakes and tyres. young Geoffrey was brought up in a family environ- He moved to Birmingham into sales and service. His ment rich in religious values, where the King was to talent again showed through when he won the title of be respected and the community was to be served. the most successful Goodyear salesman in the British Isles. However, notwithstanding this success, he and Eschewing University when he left school, he be- Phyllis and their young son moved back to New Zea- came a car salesman: making progress quickly he land. Geoffrey obtained a position with the Shell become head of department by the age of 19. Being Company of New Zealand in Christchurch where he aware of all the aviation activity happening in New hoped he could land the position of aviation manager Zealand at the time, even before he had seen an aero- but this was not to be. plane, young Geoffrey Roberts decided that he was going into aviation and he was going to get to the The foregoing has given you an insight into Geof- top! He certainly succeeded – Air Commodore Sir frey’s formative and early career years. An analysis Geoffrey Roberts CBE, AFC, L of M (US), FRAeS of his biography leads to the conclusion that Geof- retired as Chairman of Air New Zealand 50 years frey Roberts was a man determined to be a success later. for himself, family, King and country. He had cho- sen aviation, not because he was an aficionado of the It was in 1928 that Geoffrey Roberts, already a mem- art and science of aeronautics, but because aviation provided the opportunity and means to fulfil his goal. On the 29th of August 1939, when the black clouds It seems that the post-war Shell Company still had of war were over Europe, Geoffrey received a tele- little interest in aviation. Geoffrey was welcome to gram from the Air Ministry in London telling him return of course, war service would count as com- that his King needed him. As an A grade reservist pany service and the senior position of lubricants of the RAF and a current New Zealand territorial he manager had been reserved for him. With no alter- had two loyalties but what to do? The chaps in Wel- native, he accepted the post and became a nine to lington did not have any good "gen" on the overall fiver travelling to and from Hataitai each day on the situation so they advised him to go to Singapore as tram. directed by the RAF since it had first call on him. However, before he could leave he was told to re- It was not long before Geoffrey saw an advertise- main in New Zealand to protect the Dominion. It ment for someone to fill the vacant position of Gen- was a close escape for Geoffrey since most of the eral Manager, Tasman Empire Airways Limited in RAF reservists who travelled to Singapore ended up Auckland. His application was short and to the working for the Japanese on the Burma Road. point, little longer than a page, he was invited to an interview with TEAL's chairman, A E Rudder, and Geoffrey was soon promoted to Squadron Leader Roberts was good enough to get the job. Rudder - and tasked with forming the New Zealand General what a wonderful name for a chairman – steady hand Reconnaissance Squadron by consolidating the three on the tiller - or feet lightly on the pedals! territorial squadrons at Whenuapai - as yet unfin- ished. It was in May 1946 that Geoffrey Roberts settled himself in the GM's chair in Mechanics Bay. The In 1941, Geoffrey Roberts was posted to to airline had been in existence for six years and now set up outposts in the South Pacific. He was sorry to here he was running it albeit with a fleet of two eld- leave his New Zealand command but there was a war erly Short S.30 Empire class flying boats. If I may on. inject a personal note here I have more than a nod- ding acquaintance with that situation having run an When the United States came into the war and airline with two elderly Armstrong Whitworth Ar- swarmed into the South Pacific there was the inevita- gosy aircraft. It's not so much running an airline, ble clash of cultures between the colonial British, more like being a curator.

Fiji was still a British colony, the Americans and the The shareholding of TEAL in 1946 was New Zea- New Zealanders. Group Captain Roberts, as he was land government 50%, Australia 30% and UK 20%. by this time, had to become a bit of a diplomat. He One can imagine the intrigue that existed and the usually excelled at this although sometimes ruffled political skill and diplomacy that Geoffrey Roberts feathers because he always planned strategically, set would require in his new position. his priorities logically and spent New Zealand money prudently. On the other hand, typically, the By 1946 the frequency of services across the Tasman British were bewildered and the Americans com- had built up to seven per week, still with the Empire pletely gung ho! Class flying boat. These boats were too small and slow. Prior to Roberts’ arrival at TEAL a replace- At the end of 1942 he was back in New Zealand, ment had been arranged. The British would provide his job in the South Pacific well done. He came back on a hire basis, three Short S.25 Tasman Class San- to Whenuapai as Base Commander - a base of 4000 dringham flying boats – they were bigger and faster men and women plus elements of the United States but were, in fact, tarted up Sunderlands of Second Army Air Force. World War fame. The Sandringham's career with TEAL was a short and unhappy one - cooling prob- In 1944, Geoffrey was on the move again, this time lems with their Pratt and Whitney Wasp engines re- to Bougainville in the northern Solomons. This post- sulted in grounding - they were withdrawn in Febru- ing can best be described as representing New Zea- ary 1948. Four Short S.45 Solent Mk IV flying boats land, Fijian and British interests on the staff of Com- were acquired but these were not delivered until mander, Air, Northern Solomons, USAAF. For all 1949. DC4 aircraft borrowed from Trans Australia intents and purposes, Geoffrey was under US com- Airlines filled the gap. With the Solents delivered in mand! When the war in the Pacific came to an abrupt November 1949, the Auckland - Sydney service re- end Geoffrey represented New Zealand at the surren- commenced, the Wellington - Sydney service was der ceremony on Bougainville. inaugurated in 1950 with the Auckland - Chatham Island service in December the following year. The war was over; Air Commodore Roberts flew Auckland –Suva - Papeete commenced in December his Hudson back to Whenuapai and his wife and 1951. The famous Coral Route was complete when family. From there he went to the Air Department Apia became a destination. The opening of Christ- and said, "Well, there's nothing more to be done here church International Airport allowed a Christchurch - so how soon can I push off! Melbourne sector to be operated by land planes in 1951.

2 There is one task that Sir Geoffrey always remem- range of the fleet increasing, new destinations were bered with fondness and a great deal of pride. In progressively added - linking Auckland, Wellington 1953, the airline was “commanded” by His Excel- and Christchurch with Papeete, Honolulu, Los Ange- lency, Sir Ronald Garvey KCVO, Governor of , les, Hong Kong, Singapore, Melbourne, Sydney, to fly Her Majesty the Queen and His Royal High- Brisbane, Norfolk Island, Noumea, Nandi, Pago ness, Prince Philip, Duke of Edinburgh, from Suva Pago and Raratonga. In the last financial year of his and Lautoka return and from Suva to Nuku’alofa, Chairmanship, Air New Zealand made a profit of Tonga the next day. The whole airline was proud and $4m on revenue of $87m. set about the planning that would make the special flight a success, which it was. Her Majesty did not Sir Geoffrey’s influence was not restricted to New fly with commercial airlines in those days so there Zealand. In 1973, he was elected to the presidency of would be a fair amount of apprehension as well as the International Air Transport Association. He pre- excitement among the hierarchy and the troops. This sided over IATA during the 1974 fuel crisis. From was confirmed when the aforesaid Sir Ronald 1978 to 1983 he was Patron of the International Fed- Garvey wrote to Geoffrey and said ‘My heart was eration of Airworthiness following HRH Prince full of thankful relief when I received your kind mes- Bernhard of the Netherlands. Honorary membership sage telling me of the safe and comfortable flight etc, of the Federation was conferred on him in 1985. etc.” Some 42 years later, in 1995, HM again made history with Air New Zealand. This time she flew Sir Geoffrey did not solely promote Air New Zea- London Heathrow – Los Angeles – Auckland and land. When he delivered the 30 th Commonwealth back on our NZ1/2 service. It was the first time she Lecture – “Highlights of New Zealand Aviation in had used a commercial flight i.e. sharing the aero- the South Pacific” to the Royal Aeronautical Society plane with commoners. It was a commercial flight in London in 1974, he opined that “perhaps the most but, as you can imagine, it wasn’t an ordinary com- important contribution aviation makes to the New mercial flight. A couple of us flew to London to Zealand economy is through the agricultural sector” meet Her Majesty’s Senior Air Equerry, Air Com- and “In the manufacture of agricultural aircraft …. I modore The Honourable Timothy Elworthy. A little believe New Zealand has a future." He was broad in research revealed that he was the son of Sir Charles his support of aviation in this country. Elworthy, Baron Elworthy of Timaru. This was go- ing to be a big plus dealing with a Kiwi – he would talk our language. We met him at one of those hotels He was of the view that Air New Zealand and Na- at Heathrow that George Smiley used to use when he tional Airways should have come together years be- was fighting Cold War spies. He came into the meet- fore the airlines were merged in 1978. He typically ing room, held his hand out and said with the right dealt with politicians in a restrained and proper man- accent “I’m Timothy Elworthy, call me Tim. May I ner. Not so when after his retirement, the govern- call you Ron?” We weren’t slow - we could tell he ment appointed a Wellington lawyer, one of its own, hadn’t been to Timaru in a long, long time. However, with very limited business and no aviation experi- it worked out fine! He was a real negotiator – when ence as his replacement. Unusually for him, he ex- we asked him to outline HM expectations he told us pressed his anger publicly. The Chairman changed “She is your Queen, your government is paying, but only because the government changed. what are you offering? He finished the meeting by saying “By the way, make sure your people call HM I have relied for much of my information on Noel Ma’am as in ham not Ma’am as in harm!” After we Holmes' biography of Sir Geoffrey - "To Fly a had taken HM back to London, I could relate to Sir Desk", on Bryan Lockstone’s writings, and papers Ronald Garvey’s heart felt relief! from Museum of Transport and Technology’s ar- chives. From these sources I have gathered that if In 1958, at the age of 51, Geoffrey Roberts left his someone had asked Sir Geoffrey to describe how he post. He did not abandon his post because he had would like to be remembered he would have re- prepared successors. In the words of his biographer, plied -"as a successful businessman". In his paper to he ‘bailed out’. However, with the advent of the the Auckland Branch of the Royal Aeronautical So- ownership of TEAL transferring to the New Zealand ciety in 1952, Aviation in the Second Elizabethan government on 30th April 1961, Geoffrey Roberts Era , he presented a comprehensive review of all the was back as a director. In 1965, the year that TEAL opportunities for development in the aviation busi- became Air New Zealand, he was appointed Chair- ness on a global scale. He was unequivocal in his man, a position he held for 10 years. Geoffrey was view that transport was on the verge of a revolution knighted in 1973 for his services to aviation. identifying the reasons he had for holding this view. Also, in this paper Geoffrey suggested that John Over his management and governance career, he Cunningham, de Havilland’s Chief Test Pilot, would saw the airline develop its fleet from flying boats, be to the air in the second Elizabethan era as Sir through prop-jets to the big jets. With the lift and Francis Drake had been to the sea in the first. John was testing Comets

3 at the time – it was before the incidents involving the Economic impact on the community will not be sus- ground stalls and the structural failure. Geoffrey had tainable without economic profit. Aviation must in- flown with John in the Comet on a test flight during clude economic profit as an attribute in its branding. a visit to Hatfield. John was an ace – particularly as a The brand promise must include a vision of what night fighter. In 1941 he was well known for his suc- aviation will do for its investors as well as its cus- cesses using Airborne Interceptor – later known as tomers. radar. The British propaganda machine, in trying to hide AI, claimed that their night fighter pilots had In its most simplified form, the aviation process is been eating carrots for years to improve their night a continuum from product concept through opera- vision. Cunningham earned the nickname ‘Cat’s tions or production to delivery into the market and Eyes”. He detested it with a passion. When I joined the customer. There are many opportunities for dis- de H’s in Flight Development, I was given a ‘heads continuities and the failure of links in the process – up’ early on – don’t ever call him that if you want to often caused by human failure in comprehension of fly with him! I recall an incident where one of the the process per se . These discontinuities and broken young salesmen, they were all public school chaps, links lead to misunderstandings, ineffectiveness and sailed very close to the wind. It seems John was inefficiencies and heighten the probability of doing leading a sales team to some country; it may have harm. Aviation in New Zealand follows the free mar- been France, trying to sell the Trident. As usual there ket model in which competition is an important ele- were the round of presentations and receptions. At ment and so it is not surprising that there is some one of the receptions, immaculately dressed sales- degree of friction among participants. In the last two men with just the right accent were in a group sur- or three years there has been much more cooperation rounding John - as always. When a waiter came than in the past. This event itself is a case in point, round with a tray of appetizers or crudités including this lecture is an initiative of four different organisa- carrot sticks, John expressed surprise at being of- tions as I have previously described. There is no fered raw vegetables with cocktails. One of the doubt that there is an organic “joining of the dots” and that has to be celebrated. young salesman took the risk and explained “They did know you were coming, Sir!” He got away with I think Sir Geoffrey would suggest making it hap- it! pen a little faster. In his paper to the Auckland

Returning to Geoffrey’s 1952 paper, he urged his Branch in 1952, he contemplated a comprehensive audience to look at the new Elizabethan era with op- planning on a worldwide scale of the individual net- timism and to take advantage of the opportunities in works of the airlines of the Commonwealth. He may aviation and " see to it that the foundations are well well have been not only the father of Air New Zea- and truly laid". land but of airline alliances also! It is not beyond the bounds of possibility that Sir Geoffrey would sug- I think we will all agree that, 58 years after he de- gest, as he did for airlines of the Commonwealth in livered that paper, that the foundations have been 1952 that today’s New Zealand aviation industry cre- well laid and that he was instrumental in doing so. ate a vehicle, at the governance level, for very high level planning – conducting scenario planning, pro- Sir Geoffrey left aviation 35 years ago, and apart ducing value adding strategies, providing leadership from an interest in the International Federation of to act as one through participant alignment and de- Airworthiness; he played no further part in the avia- velop performance measures to gauge and celebrate tion business world although he was invited to do so. success. I wonder what he would think now? How would he view the strapline for this week? - The Future – The group would consist of the best four or five Transforming Ideas into Action. It is all conjecture of practising executives in the aviation industry. The course but if we could pass him a copy of the report, Association would be the collective voice of its New Horizons , commissioned by the Department of members; the Guild and the Society could provide Trade and Enterprise, I wonder what he would take specialist knowledge within their respective field. An from it. This report was prepared for a specific pur- invitation to the Aviation Law Association of Aus- pose so let us put the numbers aside and look at the tralia and New Zealand could provide access to legal messages or themes as the authors call them. expertise and one of the professional institutes or associations representing economists and accounting The broad themes as listed in the Executive Sum- professionals could cover the financial side. mary provide food for thought. One can conclude that both venture and equity capital is hard to find The aviation industry brand identity could be de- and there is lack of alignment and cohesion within veloped to target customers, investors, the govern- the industry and with government support agencies. ment and the public. It would move the impression New Horizons was commissioned to give size to the away from the impression of “Never mind the qual- industry and the economic impact it has on the com- ity, feel the width…” munity. The magnitude was expressed in sales dol- lars! Investors are looking for economic profit – Again thank you for the opportunity to deliver this adequate return on investment commensurate with paper, I think walking forward can be more success- the risk - only then will they be tempted. ful by occasionally looking backwards, I hope you agree.

4 About the speaker:

W.R. Tannock BSc (Hons), CEng, FRAeS

Ron Tannock began his career as an aviation design apprentice at Scottish Aviation Ltd graduating with Ron is a Chartered Engineer, a Fellow of the Royal a degree in Mechanical Engineering with honours Aeronautical Society and a Past President of the from The University of Strathclyde, Glasgow. New Zealand Division of the Royal Aeronautical Society. He is a former Deputy Chairman of the After completion of his degree in 1962 and with the Aviation, Tourism and Travel Training Organisa- cessation of production of the Twin Pioneer at Prest- tion, former member and Chairman, for four years, wick, he joined the de Havilland Division of Hawker of The Civil Aviation Authority of New Zealand, Siddeley Aviation at Hatfield as a Flight Test Engi- New Zealand’s regulatory agency and of the Avia- neer. tion Security Service involving passenger and bag- gage departure security. Currently, Ron is Chair- Following the granting of the type certificates of the man of the Blenheim Branch of the New Zealand HS Trident and the deH 125 in 1965, Ron travelled Division of the Royal Aeronautical Society. to New Zealand to join National Airways Corpora- tion in Christchurch, as Assistant Technical Superin- He received the Royal Aeronautical Society’s tendent. He worked in a number of positions with Geoffrey Roberts Award in 1976 and the Guild of NAC – Passenger Services Manager, Manufacturing Air Pilots and Navigators’ Jean Batten Trophy in Manager, Technical Services Manager and Quality 2007. Manager.

After the merger with Air New Zealand in Auckland Ron was appointed to the position of Aircraft Main- tenance Manager (airframe maintenance of DC8 and DC10 aircraft), then Chief Engineer (maintenance, overhaul and line operations of all international air- craft including the introduction of Boeing 747 fleet) followed by Manager Commercial Services (dealing with management of reservations and departure con- trol systems including interfacing with international airline partners). In 1983 Ron moved to Blenheim as General Manager of Safe Air – a cargo airline oper- ating Bristol Freighter and Armstrong-Whitworth Argosy aircraft. His rôle as General Manager of SAFE Air included responsibility for management of the airline and development of the aircraft mainte- nance, overhaul and refit/modification businesses. Returning to Auckland in 1990, Ron spent the last 10 years of his career as Air New Zealand’s General Manager – Operations International. In this role he was responsible for:

· Flight Operations · In flight Services · Passenger Services · Maintenance Control · Network Logistics (Crew, aircraft and air- port control and co-ordination over the net- work) · Co-ordination of technical and service de- livery activities with Star Alliance partners.

Since retirement, Ron has been living in Blenheim with his wife, Rhondda, to be close to his family and grandchildren. Ron’s days are kept busy with a wide range of activities – documentary making, the Twin Pioneer project and enjoying a couple of classic cars.

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