Oamaru's first Christchurch connection - South Island Airways

UPDATED June 2026

By the early 1950s Airwork (NZ) was already involved in aircraft engineering, aircraft sales, and aerial work. On the 5th of June 1952 the Press reported that Airwork (N.Z.), Ltd., has applied to the Civil Aviation branch of the Air Department for licences for air passenger services between Christchurch and Timaru, and Christchurch and Blenheim. The services are envisaged as feeders to scheduled flights by the National Airways Corporation. The applications will be considered at a sitting of the Air Transport Licensing Authority in Wellington this month. The proposed Christchurch-Timaru service will operate between Harewood and the proposed Levels airport. It is considered that most of the traffic offering would come from people travelling to Harewood for further air travel, or travelling to Timaru after arriving at Harewood by the main internal services. “At present these passengers have to make their way to and from Harewood and South Canterbury by surface transport involving considerable delays and providing less convenient travel than would be offered by the proposed service,” said Mr C. Brazier, manager of Airwork (N.Z.), Ltd., yesterday. It was proposed to use Dominie aircraft, each capable of carrying six to eight passengers, with a small quantity of freight, depending on the number of passengers carried. The first flight to Timaru each day would be scheduled for 7.50 a.m., to cater for passengers from the steamer express, said Mr Brazier. This flight would arrive at Timaru at 8.40 am, and another flight would leave Timaru shortly before 9 a.m. to connect with the National Airways Corporation's north-bound flight from Harewood at 10.5 a.m. Passengers from Timaru would thus arrive in Wellington before midday. Three return flights between Christchurch and Timaru were proposed if the company was granted a licence, Mr Brazier said. A similar service between Christchurch and Blenheim was proposed, with two return flights each day. "We feel that extra traffic will go to National Airways from both services,’ said Mr Brazier. “There appears to be a good demand for the services, judging from the inquiries received by booking agents in Christchurch and in Timaru.” Dominie aircraft were readily available in England, and if the company’s applications for licences were approved tentative orders for three aircraft would be confirmed, said Mr Brazier. Two of the aircraft would be used on the regular services, and the third would be kept as a reserve. The services would be run under visual flight rules, and radio aids at the various aerodromes would not be necessary. 

An Air Services Licensing Authority advertisement appeared on the 25th of June giving notice of a hearing to consider Airwork (N.Z.)'s application a continuous licence to operate (a) Scheduled air services between Harewood and Timaru and between Harewood and Blenheim (b) non-scheduled charter services, from Harewood to any licensed aerodrome in New Zealand; (c) aerial top-dressing and similar farmer services anywhere in Zealand.

The hearing was held on the 1st of July 1952 and Airwork (N.Z.) was granted permission to operate a VFR scheduled air service between Harewood and Timaru on the condition that the service was to commence within nine months. The Authority also granted the aerial topdressing and general farmers' service licence "subject to conditions to be specified later by the authority." At the same time the Authority declined the application for a scheduled air service between Harewood and Blenheim as the New Zealand National Airways Corporation had applied for a service over the same route but operating under instrument flight rules. It also asked for more information on Airwork's price structure for the air charter service licence and a decision on this was deferred. 

An air passenger and freight charter service from Harewood to any other licensed aerodrome in New Zealand licence was subsequently granted much to the chagrin of the Canterbury Aero Club who lodged an appeal against the decision of the Air Services Licensing Authority. At the same hearing, which was scheduled for the 29th of September, the Air Services Licensing Authority also heard an application to extend the previously approved scheduled air service to Ashburton and Timaru to include Oamaru. The Press reported on the 24th of September that Mr C. Brazier, managing director of Airwork (N.Z.) Ltd., explained yesterday that a time limit of nine months had been fixed by the Air Services Licensing Authority for the inauguration of the service between Christchurch and Timaru, unless there were delays beyond the firm's control. There was now likely to be considerable delay in bringing the Levels airport at Timaru up to the required standard, and it would be at least a year before the aerodrome was ready. Therefore an application had been made for a licence to operate a Harewood-Ashburton-Oamaru service until the Levels airport was ready. A Royal New Zealand Air Force, de Havilland Rapide bought by Airwork (N.Z,). Ltd., is now being converted at Harewood for use on the proposed services to South Canterbury and North Otago. Work on the Rapide, which will carry seven passengers, is expected to be completed in six weeks. Mr Brazier is now negotiating for the purchase of a second Rapide, as two aircraft will be needed for the daily scheduled service between Christchurch and Timaru. Finance for the completion of the runway at the Levels airport is being provided by the Government and the local bodies interested. An airport committee has been formed to hasten the necessary work.

The Dominie purchased by Airwork was De Havilland DH.89B Dominie ZK-BBP (c/n 6668). Built during the Second World War it was allocated with the Royal Air Force identity HG669 in the brief time between its construction and being sent to New Zealand where it became NZ531 with the Royal New Zealand Air Force. It was sold to Airwork (NZ) Ltd being placed on the civil aircraft register on the 4th of September 1952 as ZK-BBP. On the 20th the Dominie was flown to Christchurch from Rukuhia Air Force Base near Hamilton, by pilot Brian Chadwick. Airwork (N.Z.) then gave it a ten-week overhaul and conversion to prepare it for its civilian life.

At the Air Services Licensing Authority hearing on the 29th Airwork (N.Z.)'s managing director Charles Brazier said that the application for the extension of the present licence from Harewood to Timaru to Oamaru, was logical. Dealing with the second part of the company’s application for non-scheduled passenger and freight services, Brazier said that the company was faced with a considerable capital outlay by purchasing two Dominie aircraft for the proposed service, and with non-scheduled flying both aircraft would be fully utilised. He did not feel that the company would be in competition with the smaller aircraft of the aero clubs. He had approached travel agencies, stock firms, and racehorse owners and had found that there was an interest in charter flights for parties of six. A pilot with 1000 hours on Dominie aircraft had been engaged, Brazier said. Brazier said that he was aware that the New Zealand Railways Department had a freight service between Paraparaumu and Oamaru twice weekly. The aircraft used by the department were Bristol Freighters, carrying between six and seven tons. The Dominie carrying just under a ton would more likely carry a smaller type of freight The company’s greatest interest was in the passenger business as the Dominie was more suitable for passenger flying, he said. The basis of the application was to make full use of the spare aircraft.

To Mr Twyneham, representing the Canterbury Aero Club, Brazier said that it was part of the company’s policy to take one of the aircraft to Ashburton for joyriding if it would enable the full utilisation of the aircraft not in use. He was aware that the Canterbury Aero Club had a Tiger Moth at Ashburton. The cost of operating the Dominie was £14 an hour. This compared with £8 an hour for the Dragonfly owned by the club, Mr Twyneham said. The Dominie would carry possibly eight passengers compared with four or five in the Dragonfly, Brazier said. He failed to see that the club had any prior right in Ashburton. He appreciated what aero clubs had done in the past and did not wish to belittle their work. He felt that the industry was expanding and that it was up to private enterprise to look after the expansion. He said that his company was not asking for a monopoly. To Sir Arthur Nevill, Brazier said that the company would be doing a great deal in non-scheduled flying. Leslie Malcom Page, a member of the committee and one of the instructors of the Canterbury Aero Club, said that the club had operated from Ashburton from 1939. He recalled that one or two charter flights and one ambulance flight had been made from Ashburton recently. There was a considerable amount of joyriding from the aerodrome, he said. The applicant had not produced sufficient evidence to show that there was a need for a service from Oamaru to Paraparaumu, said Mr Brown who was representing the Railways Department. The department was not so much concerned with the small loads, which had been spoken of during the hearing, but with the possible development of the service. The department’s objection would be satisfied if the licence granted prohibited a service between Oamaru and Paraparaumu, Mr Brown said. 

Although some doubts had been entertained about some of the estimates submitted by the company, the Authority was satisfied about the financial ability of the applicant, said Mr Blundell when dealing with the first part of the application. The company had been proved to be a progressive organisation and had sound commercial sense. The application to extend its proposed scheduled passenger and freight service from Christchurch to Ashburton and Timaru would be granted provided that the service would be operated within six months, and that after six months from the commencement of the service the price structure, schedules, and timetables of the first six months’ experience were submitted to the Authority. The fares of £3 3s from Harewood to Oamaru. £2 5s to Timaru, and £1 15s to Ashburton would be accepted at this stage, with a 20 per cent, tolerance either way, Mr Blundell said. 

Dealing with the second part of the application, to operate a non-scheduled passenger and freight service from Ashburton, Timaru and Oamaru to any licensed aerodrome in New Zealand, the Authority did not consider that the aircraft should be taken off its scheduled service for an hour's joy-riding or a charter service. He felt that the aero club was handling all that was offering at Ashburton, Mr Blundell said. He would like to make it clear what was contained in the charter service.  A charter service which began at Harewood, and ended at its destination was a one-way charter only. The operator was entitled to obtain a back load if possible, but was not allowed to go tramping around the country looking for a load. The charter licence from Ashburton, Timaru and Oamaru was thus declined. 

Meanwhile evidence given by Russell Hervey, chairman of the Timaru Airport Committee, said that tenders had been received for the levelling, filling in and erection of new fences Timaru's Levels airport. It was hoped that the airport would be ready for use early in the summer of 1953. 

The hearing to consider the Canterbury Aero Club's appeal against Authority's decision to grant Airwork (N.Z.) a licence to operate a non-scheduled or charter passenger and freight service from Christchurch's Harewood airport to any licensed aerodrome in New Zealand was heard on the 10th of October. “The Canterbury Aero Club is fully able to meet the demand for all non-schedule freight and passenger services from Harewood,” said Mr R. Twyneham, representing the club... The club had derived more than a third of its income from charter flights during the first six months of this year, and it was important that revenue from this source should continue if the club was to carry on successfully, Mr Twyneham said. The applicant company had produced no evidence to the authority to show that there was any demand for an additional service. If the decision was allowed to stand there would be three non-scheduled freight and passenger services operating from Harewood. He contended that the authority had not into consideration existing facilities when it granted the application. 

Judge Archer: I think the authority felt that a measure of competition would be desirable even if the existing licences could meet the demand. Mr W. G. P. Cuningham, who appeared for Airwork (N.Z.), Ltd., said that the company had no intention of undercutting the club’s charges, and would be prepared to be bound by a fixed scale of rates. It was in the interests of the public that the club’s monopoly of charter flying from Harewood should not be allowed to continue. The Railways Department was concerned only about the freight service from Harewood to Paraparaumu and did not want to see unlimited competition on this route, said Mr J Walker. Judge Archer reserved his decision.

On the 29th of October the Press reported on the Appeal Authority decision... A complete monopoly of charter flying by one operator from so important an aerodrome as Harewood is not regarded as desirable by the Air Services Licensing Appeal Authority (Judge Archer). He expressed this opinion in dismissing an appeal by the Canterbury Aero Club against portion of a decision of the Air Services Licensing Authority authorising Airwork (N.Z.), Ltd., to operate non-scheduled services for the carriage of passengers and freight from Harewood. In his decision. Judge Archer said that the club had for some years operated a charter service in Canterbury and claimed now to be able to supply all the reasonable charter requirements of the district. Airwork (N.Z.). Ltd., was licensed for aerial topdressing and similar operations, and also for a scheduled passenger service to be carried out with Dominie aircraft between Harewood and Ashburton. Timaru and Oamaru. The company would require one Dominie for regular use in its scheduled service and a spare aircraft, which would generally be available for charter work, said Judge Archer. The company claimed that it should be permitted to augment its income and to make fuller use of this spare aircraft by using it for non-scheduled. flights. The club had two aircraft at present available for charter work, and capable of carrying two and four passengers respectively. The Dominie aircraft would carry from six to eight passengers, and was accordingly both larger in capacity and more costly to operate than either of the club’s aircraft, he said. No other Dominie or aircraft of similar capacity was available for hire at Harewood. 

“Notwithstanding the strong case which the club is able to present because of its established status and importance to the community, I am of the opinion that its appeal must fail,” said Judge Archer. “It is undesirable for one operator to enjoy a complete monopoly of charter flying from so important an aerodrome as Harewood, and particularly so where that operator has no aircraft comparable in size to that which another operator has available. “When a Dominie aircraft is available at Harewood. I think it will be in the public interest for that aircraft to be licensed for hire by parties too large for the club’s available planes, but too small to warrant the charter of a Douglas airliner,” said Judge Archer. “It is also desirable for the company, as a scheduled passenger service operator, to be permitted to make as full use as possible of the spare aircraft which it is required to maintain.” Judge Archer said that the club’s charges for the hire of its aircraft were based on £4 10s and £8 a flying hour respectively, and that the charge for hire of the Dominie would be £14 an hour. He thought this difference in cost would protect the club from any loss of business for which its smaller aircraft were suitable. To assure the club of this protection, Judge Archer said, he proposed to amend the company’s licence by adding to the special conditions a subclause stating that in any other case the minimum charge for charter service should be, or should be computed upon the rate of £14 a flying hour. 

Referring to the Railways Department's submission that the company should be prohibited from undertaking charter flights with freight between Harewood and Paraparaumu, Judge Archer said the department did not hold a licence for air freight services, but was interested in the carriage of goods by air between Paraparaumu and Blenheim and elsewhere under a charter contract. It had been interested in this capacity in a good many charter flights by Bristol or Douglas aircraft between Harewood and Paraparaumu. Judge Archer said that, were the department operating a regular freight service between Harewood and Paraparaumu, it might be justified in seeking a measure of protection from competition by the company. As its interest in the service was limited to an indirect participation in charter flights, and as the aircraft used for those flights were entirely different in capacity to the Dominie aircraft, for which the company was licensed, the department’s objection would not be upheld. 

On the 13th of December 1952, ahead of South Scenic Air Trips commencing an air service between Dunedin and Oamaru, an open day was held at Oamaru's Hilderthorpe aerodrome with South Island Airways De Havilland DH.89B Dominie ZK-BBP attending. A couple of days later Charles Brazier was reported in the Press talking about preparation for the air service saying that Airwork (N.Z.) has obtained a licence for scheduled flights between Christchurch and Oamaru. One aircraft is ready, but under the terms of the licence the company cannot operate a regular service or sell single seats until its second Dominie aircraft is ready. Chartered flights will be available from the end of this week, according to the managing director (Mr C. Brazier).  After this Airwork (N.Z.) began advertising the new charter operation that was to trade under the name South Island Airways. In preparation for operations the aircraft had been painted silver with blue trim with South Island Airways titles on the fuselage.

The Press, 23 December 1952

The Press, 27 December 1952

The Press, 6 February 1953

In late January 1953 floods blocked transport links between Christchurch and the West Coast. The Press of the 30th reported that South Island Airways' Dominie was used to carry more than 50 passengers and more than a ton of freight and mails across the Southern Alps on flights between Harewood and Hokitika. On Wednesday the Dominie took nearly half a ton of raw material to the Hokitika branch factory of a Christchurch knitwear firm, and brought back 1400lb of manufactured goods. The sixth flight to Hokitika was made yesterday, the Dominie carrying freight. It left at noon and returned early in the afternoon with seven passengers.

On the 17th of February 1953 the Press reported reported that a scheduled air service between Christchurch and Oamaru, with a stop at Ashburton, is tentatively planned to be started on February 24 by South Island Airways. The service will be operated twice a week on Tuesdays and Thursdays with a de Havilland Dominie aircraft. The Dominie will leave Harewood at 12.15 p.m. and arrive at Ashburton at 12.50 p.m. It will leave at 1 p.m. for Oamaru, arriving at 1.55 p.m. On the return flight the Dominie will leave at 2.15 p.m., arriving at Ashburton at. 3.15 p.m. It will leave for Harewood at 3.25 p.m., arriving at 4 p.m. to connect with National Airways Corporation aircraft leaving for the North Island.

South Island Airways commenced schedule services on the 24th of February 1953 when de Havilland DH89 Dominie ZK-BBP, under the command of chief pilot Brian Chadwick, flew from Christchurch to Ashburton and Oamaru and return. There were five passengers on the first flight including Mr C. Brazier, Airwork’s managing director. There were three passengers on the northbound service from Oamaru. Letters from the Mayor of Christchurch, Mr R. M. Macfarlane, were carried by Captain Chadwick to the Mayor of Ashburton, Mr E. C. Bathurst, and the Mayor of Oamaru, Mr F. A. Cooney. 

The Press, 23 February 1953

South Island Airways de Havilland Dominie at Christchurch

A crowd of people standing round South Island Airways de Havilland DH89B Dominie at Ashburton on the first day of the service, the 24th of February 1953. Whites Aviation Ltd :Photographs. Ref: WA-32743-F. Alexander Turnbull Library, Wellington, New Zealand. http://natlib.govt.nz/records/23506576

Charles Brazier (second from left) with Mid-Canterbury civic leaders standing in front of South Island Airways Dominie ZK-BBP at Ashburton on 24 February 1953. Whites Aviation Ltd :Photographs. Ref: WA-32742-F. Alexander Turnbull Library, Wellington, New Zealand. http://natlib.govt.nz/records/23505871

With the Ashburton control tower in the background. Source : Ashburton Museum

South Island Airways' services were normally flown by the Dominie but when this was unavailable, the Canterbury Aero Club’s de Havilland DH90 Dragonfly ZK-AFB was hired. From the 15th of May 1953 the schedule was changed with morning and afternoon services being flown on Monday and Fridays. The Oamaru Mail reported that, The first plane will depart from Harewood at 7.45 a.m. and arrive at Oamaru at 9.50 a.m. It will leave Oamaru at 9.50 a.m. and reach Harewood again at 10.25 a.m. This morning service, a direct one, will enable Oamaru passengers to join N.A.C. aircraft at Harewood for nearly all destinations in the North Island. To connect with the 7.45 plane to Oamaru an airways coach will pick up passengers arriving by the steamer express at 7.30 a.m. at the west end of the Christchurch Railway Station (by arrangement). 

In the afternoon a plane will leave Harewood at 2 p.m., arrive at Ashburton at 2.30 p.m., depart Ashburton at 2.4o p.m. and reach Oamaru at 3.40 p.m. It will leave Oamaru at at 3.55 p.m. arrive at Ashburton at 4.50 p.m., depart Ashburton at 5 p.m. and reach Harewood at 5.30 p.m. This plane will connect with the last aircraft from Harewood to Wellington and will also enable Oamaru passengers to join the steamer express. The South Island Airways are offering a special reduced fare for the daily Oamaru-Harewood return trip. “The new schedule, especially the morning timetable, should suit this district," an official commented to The Mail to-day. "The patronage accorded the service has not been very good so far and we do not want to lose it,” he added.

On the 3rd of July 1953 the Press reported that South Island Airways has cut its schedule of four trips a week from Harewood to Ashburton and Oamaru to two trips a week. The seasonal drop in demand was largely responsible for the cutting of the South Island Airways service to Ashburton and Oamaru, said Mr Charles Brazier, managing director of Airwork, Ltd., last evening. Until the Timaru airport at Levels was ready for operation - probably not before October of this year - the service could not be expected to operate as efficiently as might be desired. “It is a small concern and changes to suit the demand can be made quickly with the minimum of trouble,” he said. At present the curtailed service allowed for an aircraft to fly from Harewood to Ashburton and Oamaru on Mondays and Thursdays, stay overnight at Oamaru. and return on Tuesdays and Thursdays. All these scheduled flights connected with National Airways Corporation flights to and from the North Island, he said. “We feel we are more or less marking time until the Levels airport is ready. We are gaining route experience, which will help when the Timaru stop is possible,” Mr Brazier said. 

On the 13th of August 1953 the Press reported that South Canterbury’s airport at Levels will be officially opened on September 12 with an air pageant, and the first flight in a regular scheduled service from Christchurch will be made on Monday, September 14. A trial flight was made on Monday by the South Island Airways de Havilland Dominie aircraft which will operate the Christchurch - Ashburton - Oamaru service, and the pilot (Mr Bruce Chadwick) gave an enthusiastic report of the new field. Approaches were clear and good and the surface smooth, he said. Runways were more than adequate and even in its present unfinished condition it was an excellent field for operation of the Dominie. One hangar was at present being erected by a private organisation, and an aircraft servicing company of Timaru was also building a small hangar. An ablution block and other offices about the field were in the process of construction by the airport committee, and there had been several applications for hangar sites from various organisations, Mr Hervey said. The main purpose of the new service would be as a feeder to National Airways Corporation aircraft at Harewood. said Mr Charles Brazier, managing director of Airwork (N.Z.), Ltd., of which South Island Airways is a subsidiary. About 90 per cent, of the service’s traffic would probably be made up of passengers for N.A.C. aircraft.

A newspaper photograph of South Island Airways De Havilland Dominie at Timaru on 10 August 1953. Source unknown.

With the Levels Airport at Timaru officially opened on the 12th of September 1953, Timaru was added to the South Island Airways' network on the 14th of September 1953 with the first flight flown by Brian Chadwick in Dominie ZK-BBP. The Press reported, Seven passengers filled the Dominie aircraft of South Island Airways that left the Levels airport this morning on the first scheduled passenger flight from the airfield, which was officially opened by the Minister in charge of Civil Aviation (Mr T. L. Macdonald) on Saturday. The plane touched down at the Christchurch airport 40 minutes after leaving the Levels. The chairman of the South Canterbury Airport Committee (Mr C. R. Hervey) said yesterday that the opening represented the culmination of years of hard work. He was satisfied that the new services would fill the needs of the district for some time, but he was anxious that the development of the airport to its second stage should proceed as soon as possible. Mr Hervey said that the cost of this would be very moderate - about £1800. He felt that progress on the airport would have to come before there was a strong demand for it. 

South Island Airways' De Havilland Dominie ZK-BBP at the opening of the Levels Airport at Timaru on the 12th of September 1953. Photo : Belinda Breeze Cimino Collection

A good example of the charter work available was the Wellington-Canterbury Ranfurly Shield Match in September 1953 which saw seven rugby enthusiasts chartering South Island Airways' Dominie. They flew to Wellington staying overnight and returning to Christchurch the following day. 

In November 1953 South Island Airways obtained a second de Havilland DH.89B from the RNZAF. It arrived in Christchurch on the 24th, the Press reporting on its delivery the following day... A de Havilland Dominie arrived at Harewood with Air Vice-Marshal D. V. Carnegie, Chief of Air Staff of the Royal Nev/ Zealand Air Force, as the pilot and sole occupant. The aircraft was on delivery to Airwork (N.Z.), Ltd., which has bought it to use on commercial passenger and freight services. The Dominie, NZ524, is the last of its type to be used by the Air Force, and yesterday, in the hands of the Chief of Air Staff, it made its last flight as a service machine. It was based for some time at the R.N.Z.A.F. station Ohakea. Air Vice-Marshal Carnegie said yesterday he was “very fond of the little aeroplane” and had decided to "kill two stones with one bird” by satisfying his desire to be the last service pilot to fly the last Air Force Dominie and to make an official visit to Wigram. Having delivered his charge to Mr C. Brazier, managing director of the purchasing company, the Air Vice-Marshal congratulated him on his acquisition of a “very nice aircraft, walked to a de Havilland Devon machine from Wigram, and piloted himself on the final stage of his journey to Wigram. South Island Airways, a subsidiary of Airwork, Ltd., will use the Dominie, after refitting and repainting, for its services from Harewood to Ashburton, Timaru, and Oamaru, and, if its application for the route is granted, on a Christchurch-Nelson service. Like her sister ship the new Dominie was built in 1943 and and was allocated with the Royal Air Force identity HG649 in the brief time between its construction and being sent to New Zealand where it became NZ524 (c/n 6648) with the Royal New Zealand Air Force. Sold to Airwork (NZ) Ltd De Havilland DH.89B Dominie was placed on the civil aircraft register on the 17th of December 1953 as ZK-BCP.

The arrival of the second Dominie was to facilitate expansion plans. On the day of its arrival an advert was published in the Press giving notice of a hearing to consider an application by Airwork (N.Z.), Ltd., Christchurch Airport. Harewood, for a scheduled passenger and freight service operating between the licensed aerodromes at Christchurch and Nelson.

At the Air Services Licensing Authority hearing held on the 9th of December Airwork (N.Z.), was granted a five-year passenger and freight licence to operate a direct service between Christchurch and Nelson - described at the hearing as the most isolated city in New Zealand. The Press artcile also noted that South Island Airways is the only organisation other than the National Airways Corporation operating a scheduled air service in New Zealand. The company will operate two seven-passenger two-engined Dominie aircraft, with two flight - each way a week - on Mondays and Fridays - with the right to add to or reduce the schedule by one day’s operations a week. The company is under no obligation to start the service before March 1, 1954.

On the 19th of January Brian Chadwick flew Dominie ZK-BBP from Christchurch to Nelson and return. On board was Charles Brazier, manager of Airwork (N.Z.) who used the visit to make arrangements for the service. South Island Airways planned to operate two flights a week, on Mondays and Fridays, leaving Christchurch at 10.30 a.m. after the arrival of morning flight from Oamaru and Timaru. It was scheduled to arrive in Nelson about two hours later, and leaving on the return flight from Nelson at 1.15 p.m. and arriving at Christchurch about 3.15 p.m. 

Advertising ahead of the commencement of South Island Airways service between Nelson and Christchurch

The Christchurch-Nelson service commenced on the 1st of February 1954 with Captain Brian Chadwick setting out for Nelson in de Havilland DH89B Dominie ZK-BBP. The first flight to Nelson turned out not altogether successful, the flight being disrupted by torrential rain at Nelson forcing the Dominie to land its passengers at Blenheim from where they completed their journey by taxi. Later the weather improved so Chadwick was able to fly from Blenheim to Nelson, returning to Christchurch later in the day. Being restricted to VFR operations meant the plane, at times, had to fly up the east coast before crossing to Nelson from Blenheim.

The first flight to Nelson on 1 February 1954... from left Bill Best (engineer), Jennifer Russell (ground hostess) and Brian Chadwick (pilot) in front of Dominie ZK-BBP

First Day Cover for the inaugural South Island Airways flight from Christchurch to Nelson

On the 5th the Press reported, since the Levels-Harewood service began on September 14 last year, the Dominie aircraft of South Island Airways has carried 685 passengers and 6607lb of freight to or from the Levels airport. On the 8th of February the second Dominie, ZK-BCP, entered service flying the afternoon service to Timaru and Oamaru and returning to Christchurch the following day.

The new Domine, ZK-BCP at Christchurch

Growth in passenger numbers, however, was slow. In the year ended 31 March 1954 South Island Airways reported that it had carried 1625 passengers and flew a total of 57,927 miles. In a Press article Airwork (N.Z.) directors stated that if the company's passenger operating division, South Island Airways, had been self-supporting the year would have been an excellent one. South Island Airways has been operating into Timaru since last September, and to Nelson since February, and during the development period has been charged with considerable establishment charges and advertising costs.

The Oamaru Mail of the 18th of August 1954 carried a great article on the air service…

Breakfast in Oamaru, six hours in Christchurch and back home in time for tea, that is possible now that Oamaru has an air service linking it with the northern city. In addition the service now puts Oamaru closer to the international airline routes of the world than many northern cities, such as Wellington and Palmerston North. From October 1 the service will enable Oamaru residents to join National Airways planes for the north, Oamaru to Wellington in about 5 hours and the Trans-Tasman service, Oamaru to Syndey in about seven hours. Oamaru to Nelson, a long tiring journey by road or rail, is now reduced to a comfortable trip of about four hours. These are just a few of the advantages that Oamaru has gained with the decision of South Island Airways to make the feeder service between Christchurch and Oamaru a daily one. As each town progresses it must move with the times. Air travel is now an accepted mode of transport, and with an aerodrome second to none in the South Island and prospects of a reception centre at an early date, it is probable that the new service will receive the support it deserves. Mr Brian Chadwick, pilot of South Island Airways, has now proved the efficiency of the new service and it is the intention of the company to station a pilot in Oamaru early in October. Oamaru maybe a back water as far as its harbour is concerned, but as regards its airport and facilities it has a clear lead over Timaru, Ashburton, Dunedin and Invercargill. Yesterday a representative was the guest of South Island Airways on a flight from Oamaru to Christchurch and return.

Pleasant Travelling

In wartime a rather trite saying was: "He who flies high and fast comes back for breakfast." Today it is more appropriate to say "They that fly slow and low see all as they go. If travelling at a mere 130 miles per hour, that is the speed tit the South Island Airways' plane, is slow then travellers have an excellent opportunity to see the country-side. On yesterday morning's flight the reporter had Mr T. L. Hayman. member for the district, as a fellow passenger and Mr Hayman was able to identify almost every farm between Oamaru and Timaru. An excellent view was obtained of the "sluice box” arrangement near the coast at Willowbridge which is an ingenious arrangement for breaking up the shingle bar at the outlet of the river. The shingle bar continues along the coast for about 10 miles and all water runs along a man-made drain to gain egress to the sea at the break in the shingle bank. It was a cold but clear morning and the snow-capped, rugged mountains, Cook, Tasman and Sefton, stood out clearly in the early morning sunshine. This sight was one highlight of the trip and it is doubtful that a better view could be obtained. The reporter was surprised to find that from 1500 feet it was very easy to pick out the good from the bad -- at least as far as farmers are concerned. No doubt it would be a good thing for all farmers and inspectors to view adjoining farmlands from the air.

Places Sighted

Among other places viewed from aloft were Burnham camp, Paparua prison and Caroline Bay. In addition it was rather surprising to find so many race tracks on private land in Canterbury. They gave the impression that every farmer is a private trainer. Criticisms there might he but air travellers could not help but be impressed with the well cultivated farmland, particularly as the effects of aerial top-dressing can now be seen. On the trip north two passengers joined the plane at Timaru and a final passenger was taken aboard at Ashburton. Four of the passengers had N.A.C. connections for the north. Mr Hayman was scheduled to be in Wellington by mid-day, two women passengers were to join a plane for Palmerston North and a male passenger was booked through to Auckland. The other passengers travelled into Christchurch. One elderly woman who joined the plane at Timaru had never travelled by air previously. She said that her two brothers were both prone to travel sickness but both had recently travelled to Britain by plane. completing the journey in four days without any ill effects. She added that that had decided her to "try it out" and on landing at Harewood she was an enthusiast who believed in air travel.

Not Too Old

The highlight of the journey home was the care and attention given to a 94-year-old passenger travelling to Timaru. The fragile old Scots lady gave orders to the pilot to leave his door open and to point to her all items of interest. On landing at Timaru she thanked the pilot for her "very pleasant and informative trip.” The plane on the feeder service is an eight-seat, Dominie. It has been the Oamaru-Christchurch run for over 15 months and has not had an accident of any kind. In addition the service has only been "scrubbed" on four occasions--a record which B.O.A.C. or National Airways would be proud to have.

Tried And Trusted

When the Oamaru plane landed at Harewood it was in plenty of time for passengers to make the connection with T.E.A.L.'s D.C.6 which lands in Sydney at mid-afternoon. The reporter watched the giant plane prepare to depart. Then he spent six hours in the city and left by taxi for the ‘drome. On the way the taxi developed a knock so a relief car was ordered by radio telephone. It arrived within minutes and the passengers reported to Harewood on time. It was then necessary to await the landing of the Douglas D.C.6 which was returning to Harewood after losing an engine half way across the Tasman. Road transport and the international air service had failed -- but the Oamaru air service unobtrusively continued without the slightest hitch.

From the 1st of October 1954 the service to South Canterbury and North Otago was extended to five days a week and the Nelson service increased to three days a week. 

In 1955 a third de Havilland DH89A Dragon Rapide was used for some months. ZK-BFK made its first flight with South Island Airways under the command of Chief Pilot Brian Chadwick on the 25th of April 1955.

A rather forlorn looking DH Dragon Rapide ZK-BFK at Christchurch 

On the 31st of December 1955 the Press reported, South Island Airways’ only service —a flight from Oamaru to Nelson by way of Timaru and Christchurch - is almost certain to close down on February 10. The service has been running for three years. The airline intends to dispose of its two twin-engine Dominies which have been operating the service. They have been flying only about 600 hours a year when the airline expected them to be a paying proposition with 1000 hours a year. The aircraft will probably change hands for about £2,000 each. An aircraft operator in Timaru is interested in carrying on the service, and if the Air Services Licensing Authority is agreeable, the company will transfer its licence to him. However, the operator is believed to be interested only in the south half of the service from Christchurch to Oamaru, by way of Timaru. The managing director of South Island Airways (Mr Charles Brazier) puts the dearth of passenger traffic his company has experienced down to good communications which already exist on the route, particularly between Christchurch and Timaru, which is serviced by two big road services (one Government), a smaller but efficient garage service in Timaru, and the railways. ‘‘Prices are very competitive,” he said yesterday. ‘‘The road stretch is good and it is very difficult for an air service to compete under these conditions. The freight side was quite good We wanted passengers.” After enjoying a passenger and freight air service since 1953, South Canterbury could not let the matter rest, the chairman of the South Canterbury Airport Committee (Mr C. R. Hervey) was reported as saying yesterday. ‘‘The whole question of the decision of South Island Airways to stop their service after February 10 will be considered by my committee at an early date, and we shall decide what action should be taken.”

Another part of the problem was that the Dominie was not a suitable aircraft, particularly for the Nelson service. The company were keen to purchase a more powerful IFR equipped aircraft but the company was unable to raise the finance or gain Government support to purchase such aircraft. This led to Airwork (N.Z.) making the inevitable decision to close down the airline. The final flight to Nelson was flown by Brian Chadwick on the 6th of January 1956 and the final flight to Timaru and Oamaru was flown by Brian Waugh on the 10th of February 1956.

For the first time, Oamaru lost its air service!

PEOPLE:

John Brazier- managing director

Sel Prestney- company secretary

Brian Chadwick- chief pilot

Brian Waugh- pilot

Gisele Panter- ground hostess

Jack Mackersy- aircraft engineer

Charlie Savage- aircraft engineer

A puzzler... DH89 Dominie ZK-BBP but where is it taken???

AIRCRAFT:

ZK-BBP de Havilland DH89B Dominie (c/n 6668)

ZK-BCP de Havilland DH89B Dominie (c/n 6648)

ZK-BFK de Havilland DH89A Dragon Rapide 4 (c/n 6903) - hired for a few months from April 1955