To coincide with my first visit to the Chathams this post looks to the pioneering of the Chathams' first air service and the introduction of a regular land-based service to the Chathams
The Royal New Zealand
Air Force’s first connection with the Chatham Islands began when German raiders
sank the Chatham Island supply vessel, the Holmwood
in December 1940 during the Second World War. This action prompted the Public
Works Department to secretly build a flying-boat facility at Point Waikato on
the Te Whanga Lagoon. The Chatham Islanders, who felt they had been unable to
contribute to New Zealand’s war effort, provided all the labour for the landing
area free of charge, and apparently a local storekeeper refused to accept
payment for stores which the authorities had to purchase while on the Island.
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Location of the three landing sites on Chatham... From left to right, Point Waikato flying boat base, the current Tuuta Airport and Hapupu airstrip which was used by the RNZAF and Safe Air's Bristol Freighters and Tasman Air's Piper Navajo. |
There is some doubt as
to when the base was first used. The Evening Post of the 2nd of July
1945 carries a report that indicates that it was a TEAL flying boat that was
the first aircraft to visit the Chathams…
Tasman Empire Airways flying-boats Aotearoa and Awarua, usually
engaged on peaceful missions, have carried 500lb bombs during the war, when
they made a number of reconnaissance flights searching for enemy surface
raiders and checking unidentified vessels. This duty was under the direction of
the R.N.Z.A.F., and, as members of the Air Force Reserve, the company's flight
personnel on board wore Air Force uniforms. Long-range searches were made in an
effort to find raiders at the time of the loss of the New Zealand Shipping
Co.'s liner Rangitane and other vessels. When engaged on these missions, the
aircraft carried bombs. Personnel of the R.N.Z.A.F. supplemented the company's
flying crews. One of the company's aircraft was the first large flying-boat to
land at Chatham Islands when it called there during a reconnaissance flight. On
the return trip, it also alighted on Lyttelton harbour.
There does not seem to
be any corroborating evidence for such a flight and, if anything, there is more
evidence to suggest that there had not been such a flight.
The earliest recorded
flight to the Chathams was made by a Catalina of Number 5 Squadron Catalina on the
11th of February 1946. The purpose of the flight was to determine
whether the flying boat base would have any peace time use. Those on board
included the pilot, Flt Lt P Warner, Flt Lt C G Green, an RNZAF meteorological
officer, Sqn Ldr G J Dunstan, Director of Operations, Sqn Ldr H W Lett, RNZAF
Airfields Inspector Mr F Langbein, assistant chief engineer of the PWD, Mr A M
Prichard, PWD pilot, Mr D Haskell PWD Aerodrome Engineer. Mr T H McCombs, MP
for Lyttleton and Mr M Ratana MP for Western Maori. The Catalina returned to
Wellington on the 14th carrying two hospital cases on the five hour
flight. Mr Green, writing in the AHSNZ Journal, stated that “after their
arrival at the Chatham Islands they were told that theirs was the first landing
by an aircraft there. It was also the first occasion on which the public had
been told that a landing area had been provided in the Chathams.”
The Air Mail Society of
New Zealand records that one of these flights was operated from Wellington to
the Chathams on the 30th of May 1946 using Shorts S25 Sunderland NZ4103,
Mataatua and that the flight carried
passengers and mail in each direction. On board this flight was the Minister of
Internal Affairs, the Hon. William Parry. His flight to the Chathams impelled
him to write to the Hon. Frederick Jones, the Minister of Defence and the Air
Department raising the possibility of an air service to the Chathams. As a result of my recent visit to the
Chatham Islands, I could not help but be struck with the poor transport
facilities which exist between these islands and the mainland. We were
fortunate enough to have the use of a Sunderland aircraft which was on a test
flight and from my own experience and the information given me by the flying
officers it seems that this machine would be admirable to inaugurate an
air-service with the Islands… The, actual flying time from Wellington to the
Chathams was three hours, and as there is little extra expense in establishing
bases either et Wellington or at the Chathams, this could be, if otherwise
practicable, an immediate solution to an outstanding difficulty. The initial
reaction was it would be necessary to secure revenue each way of £260 from each
flight from Auckland or £210 from Wellington. With such a small population on
the Chathams it was doubted that there would be sufficient traffic to justify a
service, except at most irregular intervals. Nonetheless, the seeds had been
sown.
Later in 1946 this same Sunderland
was reconfigured providing seating for 28 passengers in a civilian standard of
accommodation. This enabled the inauguration of a flying boat between Auckland
and Suva route with the aircraft also being available for flights to the
Chathams. NZ4103 did its post-conversion test flight at Auckland on the 26th of October 1946 and a few days later it flew to Evans Bay to operate a proving
flight from Wellington to the Chatham Islands. Wellington’s Evening Post carried extensive coverage
of this flight…
On the 26th
of October the Evening Post reported that…
At 9.10 am today, the Mataatua, a Sunderland flying-boat of the RNZAF
touched down at Evans Bay for a brief stop to take on luggage and mail before
continuing her flight to the Chatham Islands. The trip is in the nature of a
test flight to check various modifications that have been carried out on her,
including the installation of hydromatic fully-feathered propellers. The
conversion of the Mataatua from a
military machine to a comfortable civilian passenger aircraft has been carried
out at Hobsonville by members of the RNZAF Sunderland Squadron under the
supervision of Squadron Leader G Tillson, OBE engineering officer of the
flying-boats. She is the largest New Zealand aircraft yet converted for civil
passenger service. Several of the Air Force personnel who carried out the works
are accompanying the aircraft, and if performance is satisfactory will bring
passengers from the islands on the return trip on Thursday. She will then
replace her sister ship Tokomaru on
the Auckland-Suva service so that the Tokomaru may be overhauled and later fitted out similarly. A wonderful
transformation has been effected on the Mataatua. Once an austere military aircraft, she is now one of the
best-equipped passenger planes in the South Pacific services. No other boat
operating in New Zealand is so well fitted out. Twenty six passengers can be
carried and their comfort was the primary consideration in designing the
alterations. The lower deck has been divided into four compartments. The seats
are designed to give the greatest degree of comfort and safety, and are so
placed to the passengers the best possible view. Luggage is carried on the
upper deck and in the nose. The galley is a model of compactness and there is
sufficient space to store all the provisions that would be necessary on a long
flight. Everything is stored in convenient little cupboards, and there is a
spacious “dry-ice” box which has proved most satisfactory. The boat carries 22
gallons of fresh water and four and a half gallons can be boiled at a time from
the aircraft’s own power. There is sufficient crockery and cutlery for 36
people. Another interesting feature is the toilet rooms, including a ladies’
powder room, which is fitted with a dressing table, a large mirror and a stool.
The Mataatua now weighs only 180lbs
more that when she was equipped for military purposes. The captain and first
pilot of the aircraft is Squadron Leader R J Makgill, AFC, commanding officer
of the Sunderland Flying Boat Squadron at Mechanics Bay, Auckland. The second pilot is Flight Lieutenant W
Mackley, DFC, and Bar. The other members of the crew are Flight Lieutenant D
Patterson, MBE, navigator, Squadron Leader G Tillson, OBE, engineering officer;
Warrant Officer R Riggir, second engineer, Flying Officer, N E Dawson, wireless
operator; Sergeant D Paterson, flight clerk. An unusual item in the aircraft’s
freight is two large cans each containing 5000 brown trout fry, which are being
sent to the Chatham Islands by the Wellington Acclimatisation Society for
release in the streams there. It was originally intended that the Mataatua should take off at 10.00am but it was 11
o’clock before the four powerful engines were warmed up and the great machine
moved slowly down Evans Bay. Squadron Leader Makgill taxied his aircraft down
towards Rongotai, turned slowly, and sped up towards the entrance to the bay to
take off.
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| Airmail to and from the Chathams... the 29th of October outbound and backstamped for the return flight for the following day. |
A report on the return
flight on the 31st of October 1946 was carried by the Evening Post on the 1st
of November 1946… Embarking passengers on
the Royal New Zealand Air Force Sunderland flying-boat Mataatua at Waikato Bay, Chatham Islands by dinghy
yesterday afternoon, under squally conditions, was a dangerous and difficult
operation, said passengers and crew after the flying boat had landed at Evans
Bay at 6.35 pm yesterday. It took four and a half hours to get the 28
passengers aboard, the boats shipped water continuously and more than once the
outboard motors broke down. Many of the passengers boarded the aircraft soaked
to the skin. Seven residents of the island, five women and two men, were
passengers on the return trip, and the other passengers, civil servants and
others who made the round trip brought the number of passenger who came to
Wellington up to 28. Conditions at Waikato Bay were not sufficiently bad to
make the take-off difficult and the flight was uneventful. Squadron Leader R J
Makgill AFC, captain of the Mataatua
sad the flight had proved the machine to be eminently suitable for use in
civilian service. Incidentally, Squadron Leader Makgill does not believe in
serving hot meals for passengers on board aircraft. “We can serve them with
cold chicken and salad, and I think they are much better off,” he said.
Squadron Leader G Tillson OBE who supervised the conversion of the flying boat
from a military aircraft to a luxury long-distance machine, also expressed
himself as satisfied with the result of the flight.
Following this flight
NZ4103 then entered regular service with the RNZAF’s Flying Boat Transport
Flight on quasi-civil transport operations. Meanwhile, the Public Works
Department also raised the question of a regular air service to the Chathams. In
writing to the Air Department the Public Works Department noted that, On each occasion full bookings of the seats
available have been arranged at short notice. On the last trip, I understand no
fewer than 7 or 8 Chatham Islands local passengers were unable to travel. None
of the trips so far could be considered as scheduled in that, although they
were considered some time in advance, no publicity was given so that the full
advantage of passenger transport could be obtained. In addition to this, it is
the confirmed opinion of all those who have travelled that if an air service
were available none would again travel by the ordinary surface means. Further,
just at present and probably for some time yet the matter of general
development of the Chatham Islands is and will be receiving some consideration
with the Government. Such development is likely to be indefinitely delayed
unless transport to and from the Island is improved. Lastly, this Department
has at present an active programme of road construction under way in the
Chathams. All these facts summed up indicate to me that if a flying boat could
be made available, a service fortnightly, three-weekly or monthly, depending on
results obtained from first experiments, might easily justify itself apart from
setting a programme of development in the Islands in motion.
Meanwhile facilities at
the Chathams were slowly being improved. On the 27th of January 1947
Sunderland NZ4102, Tokomaru, returned
from the Chatham Islands with 23 adult passengers and three children.
Passengers included the assistant under-secretary and the private secretary to
the Minister of Internal Affairs, Messrs. A. G. Harper and D. Paul
respectively, and Public Works Department officials. The Southern Cross
newspaper reported that “Landing and embarking arrangements at the Chathams
have been much improved by the provision of a permanent launch at the base
since the Sunderland's last visit, when great difficulty was experienced in
embarking passengers in dinghies in squally weather. However, as the weather
was fine yesterday, passengers were embarked without trouble in outboard
motor-boats.”
The Department of
Internal Affairs annual report for the year ended the 31st of March 1947
reported that further flying boat flights were made to the Chathams over the remainder
of the financial year. “The opportunity of a few trips to the Chatham Islands
by Sunderland flying-boats, arranged by the Air Department so as to assist the
Public Works Department in certain road and bridge constructional work that had
been undertaken by that Department, was availed of by this Department to
arrange for the Assistant Under-Secretary, Mr. A. G. Harper, and other officers
to fly to the islands to make some study of the needs of the islands as regards
local government, acclimatization matters, recreational activities, and general
amenities for the islanders.”
At this time the Air Department
also looked at the possibility of using Lake Huro as the landing area for the
flying boats. While this conversation continued for some years nothing ever
came of it.
Over the remainder of
the 1940s the RNZAF flew a number of Catalina and Sunderland flights to and
from the Chathams. Often these were mercy flights but passengers and mail were
also flown on charter flights. The Chathams’ air links to the mainland were
sporadic until the 1st of December 1950 when TEAL introduced a
bi-monthly service to the Chathams.
Over the next few years the
Air Force continued making other flights to the Chathams, including mercy
flights. On the 8th of October 1954 a Shorts Sunderland made a
special flight to the Chathams from Evans Bay, Wellington carrying a party of
Air Department surveyors to investigate possible airfield sites. Mail was also
carried on this flight and the aircraft and surveyors returned to Wellington on
the 10th of October.
On the 7th of
April 1954 TEAL operated its last service between Wellington and the Chatham
Islands and the RNZAF were again prevailed upon to operate some flights to the
Chathams with their Sunderlands. The records of the Air Mail Society of New
Zealand show a Sunderland flying boat returning secondary school children from
the Islands to mainland schools on the 1st of February 1955 on
behalf of the Department of Island Territories. Such flights for school
children travelling between home and school were to become a feature of the
Chathams service.
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| Launch taking cargo and mail for the Chatham Islands out to RNZAF Sunderland NZ4112 anchored in Wellington's Evans Bay in 1959 - Photo : Archives NZ, Reference AAME 8106 114/ 11/8/61 |
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RNZAF Sunderland NZ4112 on departure for the Chathams from Wellington's Evans Bay in 1959
Both Photos : Archives NZ, Reference AAME 8106 114/ 11/8/61 |
Flights were operated by
the Air Force until the 1st of November 1955 when Ansett Airlines of
Australia took over operating the Department of Island Territories’ charter
flights to the Chathams using their Shorts Sandringhams. Ansett operated this
Chathams service until late January 1957.
A few months later, on
the 15th of May 1957, the Hapupu airfield was opened. Over the
coming summer the airfield saw NAC operate five charter flights to Hapupu but in
the event the airfield was not considered suitable for the Chathams service. This
led to the Department of Island Territories arranging with the RNZAF to carry
out a series of return flights between Wellington’s Evans Bay and Te Whanga
Lagoon. From 7th of December 1958 the RNZAF’s flights became more
regular with 12 flights being operated each year. In announcing the more
regular service the MP for Lyttleton Norman Kirk said the flying-boats offered the best solution to many of the islands
transport problems. Asked why flying-boat service had been preferred to land
planes, he said that the Te Whanga Lagoon had an area of 86,000 acres and
offered multi-directional landing facilities not available at Hapupu which was
a grass airstrip. "The access to
the strip is 31 miles, most of which is swamp and fern country and negotiated
by tracks and four-wheel drive vehicles, and even these experienced
considerable difficulty in driving the last 15 or 20 miles." he said,
"This trip necessitates travelling in old clothing and changing into other
clothes at the airstrip. This usually takes place in the bush." The
lagoon, he said, offered a more regular service immediately with no costly
development involved. Holm Shipping became the handling agents for the service
at both Wellington and the Chathams. Flights operated on the 11th, 18th and 20th
of December 1958, the 15th and 28th of January 1959, the 4th and 5th of February,
the 4th of March and the 28th of April. The number in of flights in the earlier
part of the year caused problems for the remainder of the year and a request
was made for additional flights above what had been approved. Costs and
availability of a Sunderland meant additional flights were unable to be flown.
The New Zealand Official
Yearbook reports that in the year ending on the 31st of March 1959
the RNZAF flew nine charter flights to the Chatham Islands using Sunderland
flying boats. Over the following year there were eleven charter flights to the
Chathams, though one of these came to an unfortunate end.
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| Sunderland NZ4115 at the Chathams |
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| One of the launches that serviced the Sunderlands on the Chathams |
On the 4th of
November 1959 Shorts Sunderland NZ4111, under the command of Flight Lieutenant
B. Dwyer, struck an uncharted, submerged reef while taking-off from the Te
Whanga Lagoon. The impact severely damaged the flying boat’s hull. The
Sunderland was abandoned and eventually brought ashore with parts of the
fuselage being used as storage while other remains of the aircraft remain as relics
of the flying boat service.
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| Various views of the rather sad and grounded Sunderland NZ4111 |
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Sunderland NZ4111 after the salvage of the engines
Both photos : Archives Reference: AIR 1 807 36/49/9
|
The discovery of the new reef forced the temporary suspension of
flights to the Chathams. Attempts to rechart the lagoon before Christmas were
thwarted by bad weather and so alternate plans were made to fly the Chatham
Island high school children home on three RNZAF Dakota flight to Hapupu
airstrip. High winds, at times reaching almost gale force, that were sweeping
across the airstrip ruled this out and the children, who hadn’t been home since
the previous Christmas holidays had to wait until after Christmas when a special
shipping service was arranged for them. On the 13th of January three
RNZAF Dakota aircraft left Wigram for the Chathams and carried members of a
survey party and their equipment to complete the re-survey of the Waitangi
lagoon alighting area. With the Ministry of Works having laid out a new set of
buoys in the lagoon a Sunderland flew to the Chathams on the 2nd of
the February uplifting nine of the 20 Chatham Islands schoolchildren. The flight
was primarily a proving flight with Civil Aviation and Ministry of Works
officials on board. The remainder of the children were flown to Wellington the
following day. This enabled the air service to the island to be
resumed but on an irregular basis with the Department of Island Territories advising
the RNZAF of what air transport was required.
At the Cabinet meeting on the 26th of
September 1960 Cabinet expenditure of £9650 was approved for the provision of
the facilities needed to maintain civil flying standards at Te Whanga alighting
area. This approval gives a good insight into operation of the Chatham Island
air service and included demarcation of the alighting area, mooring area and
the taxiway (£1,250), provision of two flying-boat moorings (£2,000), replacement
of the Civil Aviation Administration launch and its delivery to Te Whanga lagoon
(£2,500), provision of fire extinguishing and rescue equipment for proposed
launch (£500) and provision of radio communication facilities and a
non-directional beacon transmitter for navigation purposes (£3,000).
In the year to the 31st of March 1961 the Sunderland flew
only six flights to the Chatham Islands. The frequency increased in the
following four years, to the 31st of March 1965, the Sunderlands
flew twelve flights between Wellington and the Chathams each year.
In 1961 a Government
inter-departmental committee looked to the future administration of the Chatham
Islands. It recommended
(a) that
the present air service to the Chathams be maintained with Sunderland flying
boats as long as possible.
OR
(b) that
the Civil Aviation Administration investigate and report on the use of smaller
alternative aircraft which can operate from grass runways.
(c) that
if a suitable aircraft is obtainable consideration be given to providing a
grass landing strip within reasonable distance of Waitangi (possibly at Te One)
at the lowest possible cost having regard to minimum safety requirements and
operating costs on the islands,
(d) that
subject to the availability of a suitable aircraft and landing ground,
endeavours be made to interest either an established airline or an aero club in
the operation of a regular air service to the islands,
The flying service
continued to another six years until such time as the RNZAF retired the
Sunderlands. On the 22nd of March 1967, after being almost nine
years in operation, the Sunderland service to the Chatham Islands ended. The
last flight was made by NZ4113 which left Te Whanga lagoon at 12.45pm local
time in summer conditions. The Leader of the Opposition, Mr N E Kirk, MP for
Lyttelton, was reported as saying “I am very sorry the Sunderlands are being
withdrawn before an adequate service from a new airfield has been provided as
promised. It leaves the Islands in a most unhappy plight. The flying boats were
admirably suited to Chatham Island conditions and have given good service. I am
sorry to see them go. It is the passing of an era for both the Islands and the
Air Force.” Over the period that the Sunderlands undertook the service, about
4000 passengers were carried.
On the 3rd of
May the 1967 a familiarisation flight was made to the Chathams by a Bristol
Freighter of No. 3 Battlefield Support Squadron. Then, on the 10th of May 1967 NZ5907 flew the first RNZAF Bristol Freighter service to the
Chathams carrying a full load of 18 passengers each way. The NZ Official
Yearbooks record that over the next two years the RNZAF Bristol Freighters
operated 30 flights each year to the Chatham Islands.
The last of the RNZAF’s
air transport flights to the Chathams were flown by Bristol Freighter NZ5904 on
the 17th, 18th and 19th of January 1968. Thus the RNZAF, ended in its twenty plus years of serving the Chathams. In doing so it had pioneered the first air service and later the first land-based air service. A few days later after the RNZAF finished, on the 23rd of
January 1968 Safe Air Bristol Freighter ZK-CLT flew Safe Air’s first scheduled
to the islands. One chapter ended and another was about to begin.
I am indebted to the records of the Aviation Historical Society
of New Zealand and the Air Mail Society of New Zealand in writing this. Their
records are a great reminder of the importance of recording what is happening
today because it will be tomorrow’s history.
For links to other air services to the Chathams see...
http://3rdlevelnz.blogspot.co.nz/2012/05/chatham-islands-index-of-posts.html
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