Capital Air Services' Wellington Aero Club Origins

UPDATED JUNE 2025

Capital Air Services was an airline that was born out of the Wellington Aero Club. This post was originally written by Bruce Gavin and it explores the aero club origins of Capital Air Services. It has been reposted as more information has come to hand. It has subsequently been extended with further information,

With its important position as the country’s capital city as well as being a major commercial centre Wellington has always been a very important factor in the development of New Zealand’s air services. These reasons plus the city bordering on Cook Strait and its geographical situation being approximately in the middle of New Zealand have further heightened its importance for the growth of air services.

As modern cabin aircraft suitable for air taxi work became available from the early1930s the Wellington Aero Club began to cater for a growing commercial market. In addition to its fleet of basic two seat open cockpit DH.60 Moths the aero club became the owner and operator of larger air taxi and air charter aircraft during the 1930s. Prior to World War II these aircraft included at times Waco QDC ZK-ACV (c/n 3580), Waco UIC ZK-ADE (c/n  3820) and Percival P.10 Vega Gull ZK-AFI (c/n K.63). During the war these aircraft were impressed into the RNZAF and the aero club’s operations were suspended.

Two of the Wellington Aero Club's Wacos, ZK-ACV above and ZK-ADE below

After the war the Wellington Aero Club resumed operations and aircraft used for air taxi and air charter operations included Percival P.44 Proctor 5 ZK-ARP (c/n AE97) and various Austers. In 1947 the aero club obtained its first twin-engine aircraft in the form of Miles M.65 Gemini 1Bs ZK-ANT (c/n 6322) and ZK-AQO (c/n 6472). Also in 1947 the Wellington Aero Club began flying the weekly Saturday evening Sports Post newspaper from Wellington to Blenheim and Nelson-its first regular air service. If possible these flights were made on Saturday evening if sufficient daylight was available but in winter were completed on Sunday mornings.

The two Wellington Aero Club's Miles Geminis at Wellington... ZK-ANT (above) and ZK-AQO (below)

Demand for flights between Wellington's Rongotai airport and Blenheim increased after the 27th of September 1947 when Rongotai was closed to all NAC's services which were moved to Paraparaumu Airport pending the rebuilding of an enlarged airport at Rongotai. On the 26th of Jly 1950 the   Marlborough Express reported that Authority to operate a, light aircraft service from Rongotai to Blenheim and other airports in New Zealand is being sought from the Air Department by Mr I. E. Rawnsley, former chief instructor of the Wellington Aero Club. He wants to run a small fleet of three-passenger aircraft giving a. more frequent service than the present aero club.

Application to operate such a service was made possible by the provisions of the New Zealand National Airways Amendment Bill which was introduced and read a first time in the House of Representatives in November 1948. Reporting said, The Bill stipulates that all air services in New Zealand are to be carried on only by the New Zealand National Airways Corporation or in accordance with a permit, temporary authority or contract. It will come into force on February 1, 1949. An air service is defined in the Bill as any service, whether regular or casual, by aircraft for the carriage of passengers or goods for hire or reward. Mr Jones, Minister in charge of Civil Aviation, said the application for a permit by a club or individual would be to the Minister. Particulars would have to be supplied as to the type of aircraft and proposed route. The application would be made through the Air Secretary to the Minister, who would get a report from the National Airways Corporation as to what effect it would have on the national service. It was intended to grant permits for air-taxi work in the main to aero clubs, who had been doing the bulk of this type of work up to now. 

On the 31st of July 1950, following on their being granted licences to conduct public charter air services, the Marlborough and Wellington Aero Clubs commenced operations under a co-operative scheme for the carriage of passengers between Omaka and Rongotai. The Marlborough Express reported that instead of the former sliding scale of charges based on the number of passengers, with the running of trips depending on whether those inquiring were prepared to book definitely and risk paying a high fare, or whether they would travel only if more passengers could be secured to reduce the price per head, the two clubs have agreed on a flat-rate fare of £2, and will accept firm bookings at this figure irrespective of the number carried. The operators are thus accepting the risk of making unprofitable trips if bookings are light, but are hoping that the simplified system will popularise the service and enable them to fill seats more easily than in the past. They are not permitted to run a "scheduled" service — that is, to operate to a strict timetable — but trips will be timed to suit the majority of passengers. The aircraft to be used principally will be the Marlborough club's Percival Proctor and Wellington 's Miles Gemini, each accommodating a pilot and three passengers, plus luggage. Each club will take advantage of the other's trips to accommodate travellers when it has too many bookings or when it is more economical to back-load than to run an extra trip. 

Marlborough Express, 20 January 1951

Some snippets from the Marlborough Express give some indication of the air taxi service. On the 12th of September 1951 it was reported that. A record number of passengers was carried by the Marlborough Aero Club last month in its air taxi service between Blenheim and Rongotai, 445 people being transported across Cook Strait in 103 return trips. The previous best- month was May of this year, when 432 passengers were carried in 95 trips. The figures for June and July respectively were 86 trips, 370 passengers, and 75 trips, 334 passengers. During the same period Wellington Aero Club aircraft handled probably a further 200 passengers. Similarly, on the 21st of January 1952 it was reported that, While the airliners of the National Airways Corporation are setting new passenger records in the recent air travel boom, little aircraft of the Wellington Aero Club are busily plying back and forth across Cook Strait making their own records. Last month club aircraft, flying unscheduled air taxi services between Wellington and Blenheim out of Rongotai aerodrome, made 190 crossings of the strait and carried 330 passengers. In the 20 years of the Club's life there never was a busier month. Finally, on the 24th of April 1952 it was reported that, If any doubts still exist about air travellers' preference for the use of Rongotai as the Wellington base for the Blenheim-Wellington air route they can be effectively dispelled by the fact that approximately 9000 people crossed the Straits in the 12 months ended March 31 in aero clubs' taxi planes. The Marlborough Aero Club made 2104 crossings of Cook Strait on air taxi work for the year and carried 4514 passengers. During the same time the Wellington Aero Club transported about the same number of people... By using an air taxi a person can be in the centre of Wellington quite comfortably in ¾ of an hour after leaving the Blenheim borough, whereas by going via Paraparaumu the time lapse is about 2¼ hours. The respective flying times are 25 minutes and 40 minutes.

Marlborough Express, 30 October 1950

NAC was not happy about the numbers being carried by the the two Aero Clubs and contested their licence appeals. On the 10th of June 1952 The Air Services Licensing Authority granted the Wellington Aero Club a continuous licence for non-scheduled passenger and freight charter services between Rongotai and other licensed aerodromes in New Zeaiand. Mr E. D. Blundell said the Authority was satisfied that the Club had been carrying on in a proper and, indeed, very useful manner. "We appreciate," he said, "that various points concerning conditions to be attached to the licence have been brought to our notice. In particular, there is the question that will arise if and when commercial companies operate from Rongotai. The Authority wishes to reserve its consideration of that." Otherwise, he said, the Authority saw no reason why the Club should not be carrying on in the meantime as it had been in the past. Other conditions included that the fare charged should be not less than 10 per cent more than the fare charged by NAC between Paraparaumu and Blenheim and the licence would continue until such time as a scheduled Rongotai-Blenheim service was instituted, when the matter would be reviewed. 

In March 1953 two events spelt the death knell of the Cook Strait air taxi services. On the 11th of March it was reported that strict enforcement of existing flight regulations for commercial aircraft operating across Cook Strait has stopped the Marlborough Aero Club’s air taxi service, and has temporarily affected the Wellington Aero Club’s service. The Civil Aviation branch of the Air Department has issued instructions that aircraft using Cook Strait must be able to glide in from either side. This means that the minimum ceiling would have to be about 5000 ft. Most single-engined aircraft would have to fly considerably higher... The Wellington Aero Club has two twin-engined Geminis as well as a single-engined Proctor and Auster, on its taxi service, and would therefore not be affected. except that the Geminis are temporarily out of commission, and the Club will have to continue an irregular service - whenever weather permits - with its Auster and Proctor. The Wellington Aero Club had been using Auster J/5F Aiglet Trainer ZK-ATP (c/n 2650) as far back as October 1950 but it was not registered to the Club until June 1953. The Wellington Aero Club's Percival Proctor 5, ZK-ARP (c/n Ae.97) was registered to the Club in June 1951 and was operated by it until 1958.

The Wellington Aero Club's Auster J/5F Aiglet Trainer, ZK-ATP. Photo : R Killick

 

An interesting photo of the Wellington Aero Club's Percival P44 Proctor 5, ZK-ARP, but not wearing its registration 

Then, on the 26th of March 1953 the National Airways Corporation’s De Havilland Heron service from Wellington to both Blenheim and Nelson began. These two events, led to the end of the Wellington Aero Club's regular air taxi service across Cook Strait to Blenheim but it had given the Club an appetite for such services which were to shape its future commercial aspirations and operations.

Growth into a Commuter Airline and the Role of Murray Turley

During the 1950s and 1960s more modern American built single engine Cessna aircraft including Cessna 180s ZK-BKG (c/n 30376), registered to the Club in October 1955, and ZK-BUS (c/n 30949), registered to the Club in August 1957, and Cessna 172 ZK-BWW (c/n 36894), registered to the Club in May 1950, replaced the earlier machines. It was also during the 1960s the Wellington Aero Club’s executive realised that the co-operative aero club model was not suitable for the development of an expanding commercial aviation business as it diverted committee and staff attention away from the club’s membership and potentially left aero club members liable for financial losses.

The Wellington Aero Club's Cessna 180 ZK-BKG at Omaka. Photo : R Killick

Cessna 180 ZK-BUS at Wellington carrying Wellington Air Taxi titles

For this reason in 1963 the Wellington Aero Club registered a wholly owned private company named Capital Air Services Ltd although the company remained dormant and did not become operational until 1 April 1970 when the aero club’s commercial air service licences were transferred to it. 

From this time on the aero club’s commercial business began to be actively promoted. 

In 1963 and 1964, as Brian Souter recounts, the Wellington Districts Aero Cub as it was known in those days leased/hired three aircraft from a Wairarapa farmer John Meredith. Two Cessna 205's, powered with 260hp Continental IO–470's, ZK-CEZ (c/n 205-0134) and ZK-CFF (c/n 205-0412) and twin engine Cessna 310 ZK-CFG (c/n 310G-0085). The continued lease of the Cessna 310G ZK–CFG was conditional on the aircraft being approved for single-pilot IFR and for variety of reasons this was very very late eventuating. This state of affairs allowed the aero club to relinquish the lease contract without penalty which was the club's saving grace. At that stage I entered into negotiations with the view of purchasing the Cessna 310 but Fletcher Industries won the day and Peter Duggan-Smith and Peter Underwood crewed the 310 during Fletcher's ownership. 

With the departure of the 310 the aero club, in 1965, bought the Piper Aztec PA23-250 ZK–CEU from W S Shackleton in the UK and as they say the rest is history. It was in this aircraft that I became the first pilot to be cleared for single-pilot IFR following a check flight with CAA's airline inspector Ray Corrich. This made the whole operation an economically viable proposition for aero club charter operations. 

Piper Aztec ZK-CEU was use in the Club's charter operations as authorised in Air Service Licence 573. The Aztec, ZK-CEU, and Cessna 310, ZK-CFG, were often used to transfer patients from all over New Zealand to Dunedin where highly specialised brain surgery procedures were carried out. The Cessna 310, which had been owned originally by Fletcher's, was mostly flown by the Peter Duggan-Smith whose story is told in the book, "Don't tell My Mother."  At the time of his final flight in Cambodia in 1974 Peter had accumulated more than 17,000 flying hours in no less than 70 types of piston-engine aircraft.

The Wellington Aero Club's Cessna 310 ZK-CFG at Christchurch. Photo : D White

Later the Aero Club employed Murray Turley, initially on a part time basis, to operate the Aztec under instrument flight rules in the carriage of the 'Sports Post' newspapers from Wellington to Blenheim each Saturday evening. Murray Turley was become Capital Air Service’s General Manager and a major influence in the development of the growth of IFR commuter air services in New Zealand.

From April 1966 Murray Turley was employed by the Aero Club on a full time contract basis to develop the IFR twin engined charter work. In 1967 Capital Air Services Ltd., became the instrument of the Wellington Aero Club in continuing the development of IFR twin engined charter flying from Wellington to Paraparaumu, and he was appointed General Manager and Chief Pilot.  

Cessna 205 ZK-CEZ at Rotorua on 28 October 1964.

Wellington Aero Club's Piper Aztec ZK-CEU.

In March 1970 a Piaggio P166B, ZK-DAI, was added to the Aero Club fleet to assist with charter work related to oil exploration around the New Zealand coast. On the 1st of April 1970 the Wellington Aero Club’s commercial operations were taken over by Capital Air Services Ltd which began to operate as a wholly-owned subsidiary of the Club.

A couple of Wellington Aero Club's charter air charter aircraft. Mooney M20C Mark.21 ZK-CPP (c/n 3266) was used in the late 1960s. Photo taken by R Killick

...and Beech A23-24 Musketeer ZK-DAD (c/n MA-181) which was used in the early 1970s. Photo taken at Wellington by R Killick

The Wellington Aero Club were to return to operating a regular air service eleven years later following James Air's decision to move its base to Nelson in April 1981. The Club once again saw the opportunity for twin engined charter work from Wellington and obtained the lease of a Cessna 320 Skyknight, ZK-EGN. From the 27th of April 1981 the Aero Club commenced a Wellington-Blenheim-Nelson service for carriage of the Dominion. The Cessna 320 proved unsuitable for the work and on numerous occasions two flights had to be flown, a Wellington-Blenheim-Wellington flight followed by Wellington-Nelson-Wellington flight. As well, on many occasions freight, had to be left behind and either returned to the sender for on-forwarding by other means, or held over for carriage the next day. By mid-July the Club realised that the courier service, which operated on temporary licences, was becoming problematic and it was decided to discontinue the service. This was to lead the establishment of a new airline, Air Albatross, who took over the Wellington Aero Club Dominion service  in September 1981.

Cessna 320 Skyknight ZK-EGN at Hokitika while being used by Westland Flying Services in September 1979.

The Capital Air Services story continues at: 

http://3rdlevelnz.blogspot.co.nz/2011/05/capital-air-services-aero-club-to.html