By
the late 1970s the Mount Cook Group of companies was comprised of Mount Cook
Airlines, Mount Cook Landlines, Mount Cook Coach Tours, Mount Cook Freightlines,
Mount Cook Flightseeing, Mount Cook World Travel Offices, Mount Cook Sea Lines
and Coronet Peak Skifield. The company looked to rationalise these individual
companies under a single branding with which all operations could align
themselves. The name chosen for the new corporate identity was “The Mount Cook
Line” which came into being on the 1st of October 1979. Over the
next few months the airline fleet was rebranded. Initially this involved changing
the titles but after some years the 748 fleet was repainted with a light blue stripe
passing down the length of the fuselage and sweeping up the tail bordered by
narrow dark blue lines.
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| Air Pacific colour scheme - Mount Cook Line titles. Hawker Siddeley 748 ZK-MCJ at Christchurch in January 1980. From memory ZK-MCJ was the first to wear the new branding. |
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| ZK-MCJ again - in the standard colour scheme with the Mount Cook Line titles at Christchurch at 25 September 1982 |
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| The first attempt at a new Mount Cook colour scheme... Hawker Siddeley 748 ZK-MCF seen at Christchurch on 26 May 1982. It failed to impress and it was back into the paint shop rather rapidly. |
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| What became the standard scheme - Hawker Siddeley 748 ZK-MCP at Christchurch on 24 December 1984 |
With
the Group operating under one banner moves were made in 1980 to fill a gap in
its portfolio, namely flying in its own tourist passengers from Australia. On
the 20th of August 1980 the Mount Cook Group announced that it was
seeking Government approval to operate scheduled Tasman air services from
Christchurch to Sydney, Melbourne and Brisbane with a leased Boeing 727. It was
envisaged the 727 would accommodate 130 passengers and that the start-up costs
would be in the order $2.5 million in the first year. The company foresaw frequent
summer services of up to two flights a day with a lesser winter schedule. The
company’s plans came to nothing due to the death of the company’s managing
director, Harry Wigley, the driving force behind the company and the proposed
international air service.
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| What might have been - Mount Cook Line Boeing 727. Source : Mount Cook Messenger, October 1980 |
The
Mount Cook Messenger, the company’s in-house newsletter wrote a fitting
tribute. On Monday 15 September
last Sir Henry Wigley, chairman of the Mount Cook Group, died — and the
transport and tourist industry lost a great and colourful leader and pioneer.
It is seldom that the son of a famous father does much more than to take over
the reins. It is rare indeed for the son to equal the parent's deeds and even
more to exceed those deeds. Henry Rodolph Wigley was born in February 1913 and
entered a world of stirring action and development — much of it the product of
his imaginative father, Rodolph L. Wigley, who had laid the foundations of the
Mount Cook Group by pioneering long distance scheduled motor services in New
Zealand's South Island. By the time young Harry, as he was to become widely
known, was 10 his father had entered the world of aviation and the smell of
aircraft fuel, canvas and paint became a vital part of his young life. While in
his early twenties he learned to fly and, in partnership with his father,
enthusiastically started an air service based on Queenstown and Mount Cook.
But, the war interrupted his plans and in 1940 he received a commission in the
Royal New Zealand Air Force. His early service mainly included training duties
but in 1943 he was posted to an operational fighter squadron and flew three
operational tours in the Pacific which included commanding a squadron. At wars
end he was commander of an island base with rank of wing commander. Following
his discharge he returned to the Mount Cook company to find that a combination
of the depression of the thirties and the war had taken its toll on the
finances of the company. With tenacity, Harry Wigley set to and step-by-step
commenced rebuilding. Non-profitable assets were sold and gradually new
vehicles began to appear. He early realised the potential of tourism and
started selling direct by mounting sales campaigns to North America and
Australia. He joined and attended Pacific Area Travel association conferences.
Slowly the name of the Mount Cook organisation came to the fore aided greatly
by the many innovations that Harry' Wigley continued to introduce. In 1955 he
successfully combined two of his great loves, skiing and flying, and started
the famous ski-plane operation in the Mount Cook area. The early sixties saw
him bring to realisation a long-time dream — a scheduled air service linking
the key southern resorts with Christchurch. At his death he was head of an
organisation generally considered as New Zealand's most versatile, if not the
largest, private enterprise transport organisation with a nationwide air
service and coach operation, travel offices in most main centres and tourist
resorts, flight-seeing and sightseeing activities in both islands plus
interests in accommodation, agricultural aviation and much more. He had brought
an excitement to the company and to the industry generally. He had grasped life
firmly and enjoyed it the full and in so doing had widely and generously shared
that enjoyment with his family and that even wider family of staff, everyone of
whom felt it an honour to work for and alongside one of the noblest knights
this country has ever seen.
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| Harry Wigley (1913-1980) |
In
1981 Air New Zealand announced it would withdraw from the Napier-Christchurch
route as part of cost-cutting measures. Until this time Mount Cook had focussed
on tourist services but in September 1981 Mount Cook made its first attempt to
operate a non-tourist service, applying to the Air Services Licensing Authority
for permission to introduce a Hawker Siddeley 748 service between Christchurch
and Napier. With both the Mount Cook Line and Air Central wanting to serve the
route Air New Zealand decided against withdrawing from the service.
Meanwhile, the Northland service
between Auckland and Kerikeri was never the success story Mount Cook hoped it
would be and because of this the route never sustained a 748 service. From November 1980 the airline was
operating up to three flights a day on the route using one or two BN Islanders
depending on loadings. The Islander was not an ideal aircraft and in mid-1982
the company introduced a faster and somewhat quieter Piper PA31-350 Navajo
Chieftain, ZK-MCM. This saw service on flights to the Bay of Islands service as
well as operating it on some flights between Auckland and Rotorua.
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| Piper Chieftain ZK-MCM at Rotorua on 27 January 1984 |
In
1983 the Mount Cook Line hit turbulent skies as the Nelson-based TNL Group, which
among other things owned Newmans, the rival tourist company, sought to take
over the Mount Cook Group. Mount Cook was not impressed by the idea and in a full-page
advertisement announced that it did not want "this unique company to
become yet another autonomous division of a large trucking company." Air
New Zealand, who had always had a good relationship with Mount Cook, were also
concerned about a TNL take-over and sought to increase its holding in Mount
Cook from 15% to 45% while at the same time Dominion Breweries Ltd acquired an
18.9% shareholding in the company. Ultimately the Commerce Commission refused TNL
permission to make the full takeover of Mount Cook it was seeking and TNL moved
to establish its own airline. Meanwhile in December 1983 Air New Zealand
increased its shareholding in Mount Cook to 30% and then to 77% in October 1985.
While
Mount Cook’s aircraft were mainly used on their scheduled and tourist charter
flights they were also used for other work. In June 1983 TNT introduced an
overnight freight service to move South Island goods to Wellington and Auckland
on a guaranteed overnight door-to-door service. The service used chartered
Mount Cook Hawker Siddeley 748s.
In
January 1984 Mount Cook upgraded services from Auckland to Kerikeri and Rotorua
by purchasing an 18-seat De Havilland Canada Twin Otter, ZK-MCO. This enabled
the Piper Chieftain that had previously been used on these services to be transferred
to the company's Christchurch base. The Twin Otter flew two return flights each
day between Auckland and the Bay of Islands as well as between Auckland and
Rotorua. The Twin Otter service, however, was short-lived and from the 24th of February 1986 it instead began flying between Queenstown and Milford Sound
with the Chieftain returning to Auckland for flights to the Bay of Islands and Rotorua.
For
the summer of 1984/85 Mount Cook increased its 748 capacity by 50% with the
return of the company's fifth 748 which had been on a two-year lease to Calm
Air International in northern Canada and the purchase a sixth Hawker Siddeley
748 aircraft. The company's fleet at that time was 40 aircraft including the 6
Hawker Siddeley 748 airliners, 1 DHC Twin Otter and 1 Piper Chieftain, 6 Britten-Norman
Islanders, 15 Cessna 185 and Pilatus Porter skiplanes, 11 agricultural aircraft
and two non-flying historical aircraft, ZK-BDX the Auster that the first
ski-landing and de Havilland 82 Tiger Moth ZK-BRC.
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| Eventually all the Britten Norman Islanders were Queenstown-based operating scheduled services to Milford Sound, Te Anau/Manapouri and Alexandra and Dunedin as well as their major work, flightseeing to Milford Sound. Here three are seen with Mount Cook Line titles. Above, ZK-MCB at Dunedin in 1980, centre, ZK-DBV at Christchurch on 14 September 1985 and bottom, ZK-MCD at Queenstown on 24 October 1987. |
In
October 1984 plans for the launch of TNL’s airline, named Newmans Air, was well
under way. Nonetheless, the TNL Group’s board continued to believe that a combined
operation with Mount Cook would be “in the best interests of the shareholders
of both companies and the future prosperity of the tourist industry." Newmans
Air began operations on 13th of February 1985 operating two De Havilland Canada
Dash 7s. Mirroring the Mount Cook tourist routes Newmans flew
Auckland-Rotorua-Christchurch-Mount Cook (Glentanner)-Queenstown services.
The
introduction of the new airline brought competition not only on the airways but
also inside the cabin. On the 20th of August 1985 the Christchurch Press
carried an article by Les Bloxham comparing the service on the two airlines.
His account gives a good insight to the Mount Cook service at the time…
Mount Cook Flight NM5:
August 16.
Rotorua to Christchurch.
Aircraft: Hawker
Siddeley 748.
Scheduled departure: 12.35 p.m.
Actual departure: 12.45 p.m.
Scheduled arrival: 2.45 p.m.
Actual arrival: 2.36 p.m.
Time in air: 1hr 50min.
Cruising altitude: 22,000ft.
Altitude wind: nil.
Total seats available:
44.
Seats filled: 33.
Cabin attendants: two.
The
first of two phone calls to the airline's reservations number was answered
promptly; the second produced recorded music for 3min 10sec before my inquiry was
handled. After a smooth check-in at Rotorua, passengers boarded the 748 and
were directed to their seats by the hostesses in a pleasant manner. My seat was
comfortable with adequate leg room, but I had limited space for' my feet and
brief case under the row in front. Pre-flight emergency instructions were
announced clearly. There was no visual demonstration of the procedures. A
safety card and airline magazine were in the seat pocket. An excellent
selection of magazines was offered after take-off and passengers were given a
choice of tomato or fruit juice. A highlight of any Mount Cook flight is when
the captain invites passengers on to the flight-deck: on this flight the door
was left open for visitors (two at a time) for about an hour, thereby affording
those passengers in rows where viewing was obstructed by the wings an
opportunity of seeing the mountains at their winter best. The food service
began about 30 minutes into the flight when the hostesses handed out wicker
baskets containing a fresh club sandwich, piece of iced shortcake, kiwi fruit
and a mini-pack of raisins with plastic knife, spoon, stirring straw, sugar and
serviette. My sandwich contained lettuce, cheese, and ham. (The airline's food
from Rotorua is also produced by Glenis and Ray Robinson). Vegetarian food is
carried only if requested in advance. A hostess answered my call button
promptly, but was unable to produce either an Air New Zealand or a Mount Cook
Airline timetable. Hot drinks were served in cardboard cups with flap handles.
The cabin was cleared 40 minutes before landing. Frequent informative
announcements were made from the flight-deck drawing passengers' attention to
points of interest along the way. Engine noise was noticeably louder towards
the front of the cabin. The lavatory at the rear of the aircraft was clean, but
the seat had to be held up by hand. Toffees were offered before landing.
Baggage was available for collection nine minutes after arrival at the gate.
The
launch of Newmans Air didn’t mean, however, that the battle for the ownership
of the Mount Cook Group had ended. In May 1985 the Commerce Commission rejected
a bid by the Nelson-based Goodman Group Ltd to acquire 47 per cent of the Mount
Cook Group. At that time the Wellington based Goodman currently held 19.9 per
cent of Mount Cook and had been seeking approval to buy Dominion Breweries
Ltd’s 27.04 per cent of shares. The Commission’s decision was coloured by Goodman's
24.9 per cent shareholding in Newmans Group Ltd. It said that in the Commission's
view the public interest was best served by having two vigorous operators in
the principal tourist air routes. It considered that competition between Mount
Cook and Newmans would be likely to bring real benefits to New Zealand.
Despite the competition from Newmans
Air, Mount Cook’s passenger numbers continued to grow. The company carried
178,668 passengers in the first six months on 1985, up from 143,813 for the
corresponding period the previous year, an increase of 24 per cent. Even before
the competition took to the air Mount Cook had started to revamp its Hawker
Siddeley 748 fleet.
In November 1984 the airline was branded as Mount Cook Airline. A new colour scheme was introduced with a
broad blue stripe with white, red and yellow stripes above. The 748's cabins were refurbished with the
seating capacity being reduced from 48 seats to a more comfortable 44 seats. In
August 1985 Mount Cook introduced new uniforms for the cabin attendants. The
company also introduced non-stop flights from Christchurch to Queenstown, and reintroduced
non-stop flights between Rotorua and Mt Cook, from the 14th of October 1985.
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| Hawker Siddeley 748 ZK-DES at Mount Cook on 23 January 1988 |
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| DHC Twin Otter ZK-MCO at Queenstown on 23 May 1987 where it was based for flightseeing operations |
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| Piper Chieftain ZK-MCM in the new scheme at Christchurch on 24 August 1985 |
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| BN Islander ZK-DBV at Te Anau on 22 December 1985 |
Over
the year Mount Cook chartered Fokker Friendships. The Civil Aviation Division’s
Fokker F27 Mk 200 Friendship ZK-DCG was used in 1981 and ZK-DCB was used from
1986 to 1988. On both occasions the Friendships carried Mount Cook titles. The
Following its retirement from Air New Zealand Fokker F27 Mk 100 Friendship ZK-BXF
saw service with Mount Cook Airline from 1991 to 1994 and this was painted in
full Mount Cook colours. In 1988 Mount Cook also used Bell Air’s Beech 99
ZK-LLA on services between Auckland and Rotorua and again this aircraft carried
Mount Cook titles.
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| Chartered Fokker Friendship ZK-DCB at Twizel's Pukaki Airport on 16 April 1988 after diverting from Mount Cook due to high winds. |
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| Fokker Friendship ZK-BXF arriving at Rotorua on 23 January 1992. I think the scheme on the Friendship looked better than on the Hawker Siddeley. |
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| Bell Air's Beech 99 ZK-LLA wearing Mount Cook Airline's titles seen here at Auckland on 8 February 1988 |
In
the early 1980s Nelson saw the rise of the commuter airline Air Albatross.
Following its collapse a new operator, Pacifica Air, was established and it
introduced flights from Nelson to both Christchurch and Wellington in April
1987. Fearing competition in the Nelson market Mount Cook, which was now completely
owned by Air New Zealand, introduced twice daily Hawker Siddeley 748 flights between
Christchurch and Nelson. Flights were timed to run at the same time as Pacifica
Air. Mount Cook’s first service into Nelson was flown on the 21st of September
1987 in Hawker Siddeley 748 ZK-DES.
Further
expansion occurred the following month with Taupo and Wellington being added to
the Mount Cook Airline network for the first time from the 23rd of October
1987. The northbound flight departed Christchurch at 6.50am reaching Wellington
at 7.55am, departing again at 8.25am and reaching Taupo at 9.35am before
continuing on to Rotorua where it arrived at 10.15am. The southbound flight
from Rotorua landed at Taupo at 5.10pm, Wellington at 6.35pm and Christchurch
at 8.15pm.
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| The route network, from the timetable effective 1 October 1988 |
In
1988 Air New Zealand was looking to reduce its Fokker Friendship fleet. At the
same time it wanted to introduce an early morning service between Nelson and Auckland.
To help Air New Zealand facilitate these aspirations Mount Cook Airline introduced
four weekday return flights between Nelson and Wellington. A reduced service was
offered over the weekend. These flights commenced on the 28th of March 1988. At
the same time an extra Nelson-Christchurch service was introduced. With Pacifica
Air and Air Nelson also operating the Nelson to Wellington route there were 19 flights
each day! With such competition something had to give and on the 7th of June
1988 Pacifica Air withdrew all its Nelson flights and instead operated flights from Christchurch to Alexandra and Wanaka. Mount Cook also set out to compete with Pacifica Air's flights to Wanaka and from the 28th of March 1988 they introduced Britten Norman Islander flights between Wanaka and Queenstown to connect with the Mount Cook flights to and from Queenstown.
In the late 1980s and early 1990s a second Piper Chieftain, ZK-EBT, was leased from Airwork. This saw service on the Kerikeri and Rotorua routes as well as continuing to operate the Auckland-Tokoroa air service that Airwork were operating. It later saw service on flightseeing in the South Island.
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| Piper Chieftain ZK-EBT at Christchurch on 26 February 1989... |
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| and repainted at Tokoroa operating the air service in support of NZ Forest Products on 24 January 1991 |
In August 1990, following the announcement of
Safe Air’s closure of its air freight and airline services, the Chatham
Islands’ Local Authority Trading Enterprise Board chartered Mount Cook Airline
to operate a temporary air service between the Chatham Islands and the mainland
until a permanent service was established. These first services were flown in
October 1990 with a return flight to the Chathams being operated from
Christchurch on Mondays with additional flights being operated from Wellington
on the 4th and 25th of October. Mount Cook subsequently secured the contract to
operate a permanent Hawker Siddeley 748 service to the Chathams. A
Christchurch-Chathams-Christchurch service was operated on Saturdays and a
Christchurch-Wellington-Chathams and return service operating on Tuesdays.
Air New Zealand’s purchase of Eagle Air and a 50% share
in Air Nelson led to the withdrawal of Friendship fleet and on the 15th of
April 1991 there was a reshuffle of Mount Cook services. From that day Mount Cook pulled out of its
Nelson services in favour of Air Nelson while in return Air Nelson quit Rotorua.
Mount Cook then increased its Wellington to Rotorua return services from two to
three a day as well as launching a daily return service between Wellington and
Hamilton, and flights from Palmerston North to both Auckland and Christchurch. On the 18th of April 1991 Air New Zealand acquired 100% interest
in the Mount Cook Group. Up until this point Mount Cook always had 748s available for special flights in support of the tour business. Now scheduled services throughout the country increasingly demanded the whole 748 fleet and the tourism focus of the airline started to wane.
Later
in the year, on the 1st of July 1991, Mount Cook withdrew its Queenstown-Alexandra-Dunedin service.
This service, which had operated since the collapse of SPANZ, was poorly patronised
and no longer economically viable.
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| I never managed to source a photo of a BN Islander taken at Alexandra... ZK-DBV is seen here at Queenstown on 19 March 1989 wearing its Milford Sound Flightseeing titles. This was the main work for the Islanders. |
For a more detailed post on Mount Cook's air service to Alexandra see
In the 1990s there was still no
adequate IFR approach into Queenstown. This meant the Mount Cook’s 748s did an IFR
approaches on the Alexandra NDB before flying visually through the Kawarau Gorge
to Queenstown. The aircraft would keep to the right hand of the valley to keep
clear of any traffic coming the other way. There were two missed approach
points where the aircraft could turn and retrace its steps back to Alexandra at
Roaring Meg and Wairtiri Station. This wasn’t always easy and one story is told
was of a 748 holding in a turn in the Gorge for 45 minutes waiting for snow
showers ahead and behind of it to clear. There was, as is still the case, no
night flights into Queenstown. With a growing number of tourists wanting to
access the Queenstown skifields in the winter of 1992 runway lights were
installed at Alexandra allowing Mount Cook Airline to operate evening Hawker
Siddeley flights into Alexandra with bus connections to Queenstown thereby
giving a same-day Australia-Queenstown connection for skiers.
1993 saw the introduction of a Wellington-Napier overnight service and the take over of Taupo services that had been operated by Eagle Air. The Taupo-Auckland services were initially flown with a Piper Chieftain three times a day but later this was changed to a Chieftain flight and a 748 flight. After Air New Zealand withdrew its Friendship services to Taupo Air Nelson operated flights between Wellington and Taupo for a brief period from late 1990 to mid-1991. The Air Nelson service was replaced by Mount Cook Airline which operated two 748 flights to and from Wellington, one via Rotorua and the other direct. A sixth Hawker Siddeley, ZK-MCB, arrived on lease in December 1993.
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| The route network from the summer timetable, 1993-1994 |
In
late 1994 an air war raged between Mount Cook Airline and Air Chathams on the
air service to the Chathams. Mount Cook heavily discounted its fares and boosted
its services to five flights a week operated
by their 748s or chartered Metroliners. The fierce competition continued
throughout 1995 until Mount Cook suddenly withdrew from the Chathams on the 29th of January 1996.
For a more detailed post on Mount Cook's air service to the Chatham Islands see
http://3rdlevelnz.blogspot.co.nz/2014/05/mount-cook-airline-and-its-air-war-with.html
1995 saw a number of changes for the Mount Cook Group. A second Twin Otter, ZK-TFS, was added to the fleet for Milford Sound flightseeing services but this occasionally did overflow service to Mount Cook and Christchurch. Colin Drew recounts that Mount Cook Airlines was also one of the pioneers in the practical use of GPS navigation in New Zealand. The NDB at Milford Sound was decommissioned and replaced by a Layover GPS approach after successful trials. Initial GPS training was carried out in Cessna 207 ZK-LAW followed by endorsements in the DHC Twin Otters ZK-MCO and ZK-TFS Colin Drew. GPS approaches into Queenstown Mount Cook and Pukaki were also established.
Helicopter
operations began from Mount Cook in 1995 initially using two AS350 Squirrels but later using
BK117s. The company also leased United Aviation's Navajo ZK-KVW using it for
flightseeing based out of the Pukaki airstrip near Twizel. On the airline scene a
seventh Hawker Siddeley 748, ZK-MCH, was leased to boost capacity over the
1995-1996 summer but an even bigger change was the announcement that the
Hawker Siddeley’s were to be replaced with 66 seat ATR 72s.
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| Hawker Siddeley 748 ZK-MCH flew for Mount Cook for about 8 months. It is seen here at Christchurch on 8 November 1995. |
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| Piper Chieftain ZK-KVW on 14 December 1995 while based at Pukaki Airport near Twizel waiting for its next flightseeing customers. |
The arrival of the ATRs signaled the end of the familiar Mount Cook lily
that had been on the tail of Mount Cook aircraft since the first DC-3 services
began in 1961. The ATRs were painted in Air New Zealand Link colours and the
first ATR 72 began service on Monday, the 27th of November 1995 with
flights operating from Christchurch to Invercargill and Dunedin.
The following year, on the 12th of February 1996 Mount Cook Airline flew
its last commercial Hawker Siddeley 748 services. On that day Hawker Siddeley 748 ZK-MCP was operated on the last flights from Christchurch to Mount Cook and Queenstown and then direct back to Christchurch under the command of Captain Gary Hutchison and with Captain Sel Goldsworthy also on the flightdeck. The final Mount Cook Airlines' 748 service was flown from Wellington to Christchurch by HS 748 ZK-MCF under the command of Captain Alistair MacLeod and First Officer Peter Banks. Alistair had been the co-pilot on the delivery flight of ZK-CWJ in 1968. On board the final flight as one of his passengers was retired Captain Geoff Williams who had been the captain on the delivery flight. The final flight ended 27 years of service by the Hawker Siddeley 748 in New
Zealand and this final flight marked the end of the Mount Cook lily being seeing on airline services in New Zealand.
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| The Press, 13 February 1996 |
Mount Cook Airline's Turbo Airliner Fleet
Beech 99
LLA (c/n U-52) (Leased)
De Havilland Canada DHC-6 Series 300 Twin Otter
CJZ (c/n 259)
MCO (c/n 530)
TFS (c/n 573)
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DHC Twin Otter ZK-TFS at Milford Sound on 14 September 1994
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Fokker Friendship
BXF (c/n 10185) Mk 100
DCB (c/n 10445) Mk 200 (Leased)
DCG (c/n 10262 Mk 200 (Leased)
Hawker
Siddeley HS748 Series 2A
CWJ (c/n 1647) Aorangi
DES (c/n 1689) Tongariro
MCA (c/n 1712) Rangitoto
MCB (c/n
1767) (Leased)
MCF (c/n
1697) Te Wai Pounamu
MCH (c/n
1791) (Leased)
MCJ (c/n 1661) Rotorua
MCP (c/n 1694) Tutoko
.jpg)
