23 September 2020

The Death of Air New Zealand's last inter-Regional Route

 

I am somewhat surprised that the Hamilton and Palmerston North newspapers have failed to report on the cessation of the Air New Zealand service between the two centres... not that Air New Zealand has made much attempt to announce their withdrawal from the route.

The Hamilton-Palmerston North route was the last inter-regional route operated by the national carrier. All other domestic sectors operate either between the main centres or from regional centres to or from a main centre.

The Hamilton-Palmerston North service was introduced on the 27th of September 1948 and this was operated by Lockheed Electra aircraft. The first flight was flown in Electra ZK-AFD under the command of Commander R T Mounsey and Junior Commander  K B Fitton. Initially the southbound flight operated from Hamilton to Wellington direct and stopped at Palmerston North of the northbound flight. On the 22nd of October 1948, the National Airways Corporation's Lockheed Electra, ZK-AGK, Kaka, flown by Commander G. M. Hare, was on a flight from Palmerston North to Hamilton when it crashed on the western slope, of Mount Ruapehu. The crew of two and the 11 passengers were killed. 

On the 13th of June 1949 the Electras were replaced by the larger 15 seater Lockheed Lodestars. By 1952 the Lodestars had gone from the fleet and the Douglas DC-3s replaced them on flights between Hamilton and Palmerston North.

In 1966 40-seat Fokker Friendships replaced the DC-3s. The southbound service departed Hamilton at 8.05am for the 1 hour flight to Palmerston North. The flight then carried on to Christchurch. The afternoon service, having arrived from Christchurch, departed Palmerston North at 3.35pm.

As NAC acquired more Boeing 737s the Vickers Viscounts were released to the regional routes and from the 5th of March 1973 the Viscounts took over the Hamilton-Palmerston North-Christchurch route. By this time the Viscounts' days were numbered and from the 21st of July to the 30th of September 1974 there was an unusual addition to the aircraft that operated the Hamilton-Palmerston North route. This was in the form of a Mount Cook Airlines Hawker Siddeley 748 which was chartered to operate the Christchurch-Wellington-Palmerston North-Hamilton services. 

From the 1st of October 1974 NAC's Fokker Friendships took over the daily flight between the two centres and the Friendships continued to operate the NAC service until the 31st of March 1978 and then beyond with Air New Zealand  from the 1st of April 1978.

In August 1980 Air New Zealand announced its intention to trim some of its international and domestic schedules and abandon some routes altogether because of worsening economics. Included in these was the daily Auckland-Hamilton-Palmerston North-Wellington service. Figures given to the Air Services Licencing Authority showed that the Hamilton-Palmerston North service had an average of eight passengers a trip and lost $636,000 a year, and that an average of only 3.2 passengers boarded each Auckland-Hamilton flight for a loss of $625,000 a year. The Hamilton-Palmerston North sector reported revenue of $117,000 compared with costs of $812,700.

On the 16th of June 1980 Eagle Air, which had been operating its own air service between Hamilton and Palmerston North with a Beech Baron and Piper Chieftain, took Air New Zealand Fokker Friendship service between the two provincial services using an 18-seat Embraer Bandeirante. The new service, which also included Auckland and Wanganui, operated three flights a day. This was the beginning of the transformation of this route and turning it into a very profitable inter-regional route. Until the Eagle Air take over NAC and Air New Zealand had only operated a daily service with no thought to being suitable for business traffic. With Eagle Air's flights timed to suit business traffic the numbers using the service grew. 

On the 31st of October 1988 Air New Zealand took over ownership of Air New Zealand. For some time the airline continued to operate in Eagle Air colours but from the 21st of May 1991 the Eagle fleet, along with Air Nelson’s fleet were rebranded as Air New Zealand Link.

With the take over by Air New Zealand Eagle Air the fleet was expanded to include 18-seat Fairchild Metroliners which were used between Hamilton and Palmerston North to replace the  Later the Bandeirantes and Metroliners were replaced Beech 1900s that Eagle Air operated for Air New Zealand.

On the 26th of August 2016 Air New Zealand closed Eagle Air The final Eagle Air services were flown under the command of Captains Peter Reid and Chris Mortimer flying NZ2105 from Hamilton to Palmerston North, NZ2421 from Palmerston North to Wellington, NZ2426 from Wellington to Palmerston North and the final Eagle Air operated service, NZ2106 from Palmerston North to Hamilton.

On the 29th of August 2016 Air Nelson took over the Air New Zealand air service between Hamilton-and Palmerston North. Like Eagle Air before it the Bombardier Q300 left Hamilton early in the morning, had a brief stop in Palmerston North and then continued northbound. A northbound service operated from Wellington through Palmerston North to Hamilton after which the Q300 operated a direct flight to Wellington. The reverse pattern was operated in the afternoon/evening. The Q300 service proved incredibly popular with good loadings considering it upgraded from a twice daily 18-seat Beech 1900 service to a twice daily 50-seat Bombardier Q300 service. 

The Air New Zealand flights between Hamilton and Palmerston North operated until the 24th of March 2020 when the country was placed in lockdown due to the Covid-19 pandemic. In recent days Air New Zealand has quietly stated their service will not resume.

Meanwhile Originair is positioning itself to commence a Palmerston North-Hamilton service. Sadly their schedule has no appeal for the business traffic which makes up the bulk of the traffic. It will be interesting to see if Originair looks to urgently improve their schedule. Otherwise the route remains ripe for the picking.

22 September 2020

Ardmore Twins

Thanks to Alex for these photos he sent through recently... One wonders if we will ever see a Navajo or Chieftain operating an air service in New Zealand again???

Ex air2there Piper Navajo ZK-WHW at Ardmore on 16 September 2020

 

Ex Air Nelson Piper Chieftain ZK-NSP at Ardmore on 16 September 2020


Coral Sun Airways Beech Super King Air P2-ALC at Ardmore on 16 September 2020


20 September 2020

Interesting Invercargill News


 

Business has been up and down at Invercargill Airport but the organisation is bouncing back with traveller numbers increasing steadily. It’s pleasing for the airport’s general manager Nigel Finnerty and commercial and business development manager Julie Jack because they saw the monthly number of people visiting the facility going from 25,000 to 30,000 before lockdown to only 26 in April after the Covid-19 pandemic struck. The number of people through the airport in July was 21,000, compared to 27,000 in July 2019. Travellers are building in numbers and it should continue with Kiwis taking advantage of Air New Zealand’s heavily discounted fares, the upcoming school holidays and planes now back to transporting passengers to full capacity with physical distancing no longer limiting numbers. When Air NZ announced its discounted fares early last week a total of 1400 were snapped up in the first two days on the Invercargill to Auckland and return jet service, its head of tourism and regional affairs Reuben Levermore said. The jet service resumed after lockdown in July but was suspended for four days in August due to alert levels. “Although we had a little setback with recent alert levels and the fact we were unable to sell all the seats on board due to the physical distancing requirements, we see just how much enthusiasm there is for the service ... it’s really encouraging,” Levermore said. Nigel Finnerty and Julie Jack saw signs of passenger numbers growing two weeks after Air NZ had domestic planes back in the air on May 14 when the country went to alert level 2. Business has been up and down but we’ve seen really strong bounce back each time and we can see the demand [going] north and [coming] south is really high,” Finnerty said. Jack added: “The bounce back has way exceeded what we predicted.” 


Also helping has been Stewart Island Flights’ move to changed its timetable to connect with the Auckland-Invercargill jet service. Within an hour of arriving in Invercargill passengers are on a plane to the Island. With the jet’s flight schedule changing in July from 6am departures out of Invercargill and arrivals at 9.30pm to lunchtime arrivals and departures, Finnerty and Jack have seen more tourists on the jet.


Quite a few skiers have been arriving on the jet before travelling by road to Queenstown. Finnerty thought that could be because of physical distancing restricting numbers on planes to Queenstown. One of his long term goals is to have two Invercargill to Auckland and return services operating on the same day.

Source : https://www.stuff.co.nz/travel/122789957/increasing-traveller-numbers-passing-through-invercargill-airport

A Sunday Diversion...

Check this out which Fraser sent to me...

Hey Steve, when you get a chance go to google maps, search Tauranga airport, click on satellite, zoom in front of the front of the terminal and get the street-view man and drag it on a little blue bubble that should become visible.. See if you can spot something a little historic parked on the stand in front of the control tower.

It's interesting that the ground level view what of is on the ramp differs from the aerial view... and that is interesting in itself 

19 September 2020

Hamilton-Palmerston North-Wellington Service Officially Cut

 


Air New Zealand resumed services to all 20 of our ports on our domestic network in June, however we have not resumed services on our Hamilton-Palmerston North-Wellington route due to insufficient demand for our 50-seater Q300 aircraft. 

We have now made the decision not to resume services on this route. Due to the constantly changing environment, the airline is currently making domestic schedule adjustments each month to better align with demand. There are a small number of customers who had booked tickets on this route from mid-February and they will be accommodated via other routes or can hold tickets as a credit. 

Source : Air New Zealand Wing Tips, Issue 5004


The news above will be a major disappointment for the many people who use, in particular, the Hamilton-Palmerston North service which always has many business passengers, often doing a same day return. Originair have announced they are starting a daily return service but the timetable is woefully inadequate for business passengers. The Hamilton-Palmerston North sector, at peak business time, certainly needs something larger than a Jetstream.

The Palmerston North to Wellington sector is probably more problematic as, like the Auckland-Hamilton sector, the centres are too close together. Sounds Air tried Whanganui-Wellington and that didn't work. I suspect most of the passengers on this sector were transhipping at Wellington to other Air New Zealand services which they will still be able to do at Christchurch. However it does mean the loss of an Air NZ connection to Blenheim and Nelson. In Nelson's case Originair already operate, albeit with an inadequate timetable. Perhaps there might be enough passengers for a Blenheim-Palmerston North service for Sounds Air to try similar to their Blenheim-Paraparaumu service. Time will tell.

In the meantime I need an afternoon flight from Palmerston North to Hamilton on the 30th of October. Looks like I will either have to get a flight to Auckland and get a shuttle to Hamilton or get a shuttle to Wellington to be able to fly home.

The only way from Hamilton to Palmerston North on Monday... via Christchurch!



18 September 2020

Welcome to NZ's latest Cessna Grand Caravan EX


 

Arriving into Auckland in the early hours of this morning was Glenorchy Air's new Cessna 208 Grand Caravan EX N789UT which will be registered ZK-MMZ. The Caravan flew out across the Pacific via Honolulu and Pago Pago... a long hikoi to her new homeland!

Cessna Grand Caravan EX N879UT at Auckland on 18 September 2020... Photo supplied



17 September 2020

Waiting at Wellington...

I had a little time at Wellington waiting for my flight to Hamilton... Read the captions carefully for some interesting news...


Air Chathams' Fairchild Metroliner III ZK-CID on departure... apparently ZK-CIC and ZK-POF have been repainted in the same colout scheme


The newly repainted Life Flight BAe Jetstream 32 ZK-LFW backtracking


Arriving into Wellington, Sounds Air's Pilatus PC12 ZK-PLB


 

Trying to Preserve NZ's Airline History

This blog is all about preserving New Zealand's domestic airline history. My interest in the NZ airlines started off when I was a child... I remember the West Coast Airways Dominie and NAC DC-3 flying into Hokitika. Later, when the Friendships started flying into Hokitika, we use to have a NAC Friendship operating to and from Christchurch, a NAC DC-3 operating to and from Westport Nelson and Wellington and a Mount Cook Airlines Cessna 185 skiplane operating to and from Franz Josef and Fox Glacier all on the ground at the same time!

The meeting of the air services... NAC Friendship ZK-NAF and Mount Cook Air Services' Cessna 185 ZK-COH at Hokitika. As there is no DC-3 present it was either taken after the 5th of June 1970 or, if before that, on a Sunday. 

And then, in my high school years, Capital Air Services were flying through Greymouth and later Westland Flying Services flew Hokitika-Greymouth-Christchurch. My Capital Air Services flight was cancelled but I got to fly on Westland Flying Services on a number of occasions. The local travel agent gave me a number of timetables - though I did make a mistake some years later in throwing some out - and I started doing some scrapbooks of airline news. 

Westland Flying Services had a counter in the Hokitika terminal but all the flights left using the company's office in the Hokitika Aero Club hangar.

In my early days of taking aircraft photos I met Ian Coates in Greymouth who gave me the number one and two lessons in taking photos - always get the registration in - record when and where the photo was taken. 

Capital Air Services' Cessna 402 ZK-DNQ in Greymouth in 1978 - no date! There is just enough of the N and Q under the wing so I could work out what aircraft it was

Later I met Bruce Gavin from Matamata who quietly and unassumingly has recorded airline histories for a long time. It was Mike Condon, also from Hokitika, who encouraged me to do this blog. Before and since then I have met a lot of people in the aviation industry who have shared information with me and a passion for our New Zealand airlines. For me the collection of material I have managed to put together is not just amassing it but sharing it for others to enjoy.

On Sunday I did a large post on Float Air... The background to this post began with John Low sending me an email about Float Air and suggesting I do a post on this company. I had a certain amount of material on Float Air but John sent me some photos and put me on to his father Gordon, a Float Air pilot and, for a time, owner of the company. He put me on to Jim Anderson who sent me a copy of his incredible write up of Float Air, photocopies of his scrapbook pages on Float Air, and a stack of photos which I scanned and sent back. The result I think was a fantastic account of an interesting operator.


All the newspaper articles I receive I scan into the computer with Optical Character Recognition which means I can paste it into a Word document. In the case of Air Chathams, for example, I have 131 pages of information scanned from magazines and newspapers in a Word document. This sort of information often becomes the basis of my posts on airline posts. These days, as newspapers report less I keep checking out the company's social media posts and websites to get my updates. This information also gets saved. 

Newspaper adds go through Photoshop to tidy them up...


Timetables also are an important part of recording the airline history, but like newspapers are becoming a thing of the past. Nonetheless I have managed to get together a good collection of various airlines' timetables and from that I can deduct all sorts of things about the airline. These days the airlines, sadly, are not even putting a PDF file timetable on their websites and this means a bit of trawling through on line registrations.

Another important source of information is when I get feedback the posts... A couple of nights ago I got details on the first RNZAF passenger flight to the Chatham Islands including the pilot, co-pilot and aircraft registration. All these details help out fill out the history. 

What I am wanting to suggest is the recording of information and keeping it is important, all of it. To often we throw stuff out or after we've gone other people throw it out. That's how history gets lost. Instead of throwing out can I suggest finding someone or some place to throw it towards where it will be preserve. Also, for those who have flown or worked for airlines write your history down and find somewhere to deposit the history. Your story soon enough becomes history. 

My hope in writing this is that the reader will think about their collection of photos, stories, memorabilia etc and think how am I going to ensure this doesn't get lost. Preserving history is something we all can do.


15 September 2020

Yet another Jetstream registered to Originair

 

This afternoon ZK-ECJ's sister Jetstream, ZK-ECI was also registered to Originair. This aircraft has already been previously operating for Originair and is painted in full Originair colours. Both the transfer of registrations to Originair were on the 7th of August.

BAe Jetstream 32 ZK-ECI at Nelson on 24 January 2018

 

Tourist Air Operators Given Helping Hand

A number of NZ domestic tourism aircraft operators have received assistance from a Government fund to save key tourism businesses. The operators given a grant include... 

  • Air Milford - $500,000
  • Air Safaris - $500,000
  • Auckland Seaplanes - $480,000
  • Glenorchy Air - $500,000
  • Salt Air - $500,000
  • Southern Alps Air Limited - $500,000
  • True South Flights - $500,000
  • Volcanic Air - $ 500,000
I hope all these operators, who have invested so much in their operations are able to survive these difficult times.





Another Jetstream for Originair

 

An interesting move noted on the CAA register today is the registering of BAe Jetstream 32 ZK-ECJ to Originair. This aircraft was last flown by Inflite Charter and has not flown for some time.

 BAe Jetstream 32 ZK-ECJ at Tauranga  on 7 November 2016


It was first registered in New Zealand in late April 1999 as ZK-RES and flew for Ansett New Zealand Regional and Tasman Pacific Connection.

Ansett NZ Regional BAe Jetstream 31 ZK-RES arrives at Nelson on 25 June 1999


BAe Jetstream 32 ZK-RES with Tasman Pacific Connection at Wellington on 15 March 2001


Following the collapse of Qantas NZ it was reregistered as ZK-JSR and flew for Origin Pacific.

BAe Jetstream 32 ZK-JSR with Origin Pacific at Nelson on 4 November 2003


In July 2006 it was again reregistered as ZK-ECJ and flew with Air National before joining Inflite Charter.

On the taxi for Wellington's Runway 16 is Air National's Jetstream ZK-ECJ on the 16th of November 2007

One wonders whether it will actually fly or rather be a source of spares.

North Shore Service Begins

 


Fly My Sky commenced flights between Great Barrier Island and North Shore airport this morning. The flight was operated by BN Islander ZK-SFK. The service starts on the Barrier and then does a return service to North Shore. The first two passengers on the service flew from North Shore to Great Barrier Island.


14 September 2020

Jetstar returns after 4 week lockdown

 


Jetstar has announced today it will resume domestic services in New Zealand from 17 September. The decision comes after it was confirmed that on-board social distancing restrictions will be eased, allowing airlines to utilise the middle seat. After a four-week suspension, the airline will resume up to 75 flights on six domestic routes, approximately 60 percent of its pre-COVID schedule. In keeping with government requirements, masks will be mandatory on all services, with Jetstar’s Fly Well packs, which include masks and sanitising wipes, available at the gate and on board. Jetstar Group CEO, Gareth Evans, thanked customers for their patience and support over the past few weeks. “We’re really pleased to get our planes and our people back in the sky, right in time for school holidays so we can help reconnect family and friends across the country,” Mr Evans said. “We also know that our low fares services help to bring more people to the communities we fly to - boosting local economies and creating jobs - which is vital after what has been a tough period for many small businesses and towns. “New Zealanders love to explore their own back yard – the bounce back in demand following our previous suspension was really strong. We know Kiwis are excited about getting back in the air to visit loved ones or discover a new part of this incredible country.” Jetstar’s New Zealand current domestic schedule for September is:

  • Auckland to Christchurch (up to 21 weekly return flights)
  • Auckland to Dunedin (up to 7 return weekly flights)
  • Auckland to Wellington (Up to 14 return weekly flights)
  • Auckland to Queenstown (up to 21 return weekly flights)
  • Christchurch to Wellington (up to 7 return weekly flights)
  • Wellington to Queenstown (up to 7 return weekly flights)

The Barrier Air Transformation Continues


 

Friday, the 11th of September, marked another step in the transformation of the Auckland-based regional airline Barrier Air with the arrival back in Auckland of the company's first Cessna 208 Grand Caravan, ZK-SDB, now painted in Barrier Air's company livery. All Barrier Air's fleet of three Cessna Grand Caravans now carry the same livery. 

Looking sharp! With the return of "Bravo" the Barrier Air fleet at Auckland, with from left to right ZK-SDB, ZK-SDD and ZK-SDC. 

I was fortunate to have been able to have a conversation on Friday with Nick Pearson, Barrier Air's Chief Executive Officer and Grant Bacon, Barrier Air's Chief Operating Officer. Nick sees the repainting of SDB as representing "a real milestone for our airline and is a visual representation of all of the hard work by many people over the past 5 years to make Barrier Air the professional, reliable and safe airline that you see today. The team at Flightcare in Napier have done a great job maintaining our aircraft and the recent paint work is a testament to the high level of service they provide."

Of course a paint job is just about the outside. When I asked Nick about what's going on on the inside Nick said that the Covid restrictions had enabled Barrier Air to get ahead of its normal maintenance schedule. As has been reported on this blog before Barrier Air set aside always set aside revenue from every ticket to ensure scheduled maintenance is always done on time and safety is never compromised (https://3rdlevelnz.blogspot.com/2020/03/nzs-northern-most-air-service-part-3.html). This year the lockdown has enabled us to get ahead of our maintenance schedule and this in turn ensures a reliable service. It is very rare for a Barrier Air service to cancelled due to engineering issues. And as for SDB's previous paint job... It was still okay but by doing the repaint we were able to do a couple of extra jobs to keep the aircraft in top condition.  Again, as has been reported on this blog before, Barrier Air are committed to having state of the art navigational equipment that enable them to work with ATC in the busy Auckland skies (https://3rdlevelnz.blogspot.com/2018/09/growing-airline-barrier-air-on-rise.html).

Asking about Covid and Levels 4 and 3 and Level 2.5 for Auckland and how is the airline bouncing back, Grant said, "The market to Great Barrier is progressing well. Whilst the lockdowns do put the brakes on revenue for the actual lockdown period, we have found that as the restrictions are eased the sales rebound and all indicators point to this summer being very busy on the routes. Reinstating the North Shore service from this week has also been a significant milestone with decent load factors being achieved so far. The market from North Shore is quite limited but we have added some peak services on Fridays and Sundays this summer along with our standard 5 x weekly late morning schedule which should work well. Finally, the Kaitaia loads are also recovering. We are currently doing a 6 x weekly daytime schedule and will increase to 7 days per week within another few weeks. We are currently overnighting only on Sunday’s and the late night Friday service but we envisage this should return to 6 overnights per week by Labour weekend. 

Speaking on Covid Nick said, "the recent challenges bought about by the COVID-19 pandemic has ravaged the airline industry globally. Our thoughts are with all of our friends and partners in the industry at this time and we wish them all the best while navigating future uncertainties and challenges in the aviation space. Due to the hard work of our fantastic people, support from our customer base, assistance from central government/council/local boards/local MPs, and a committed and supportive Board, Barrier Air is in a strong position to deal with the challenges presented by COVID-19 and we look forward to settling back into a busier schedule again when the time comes. I would be remiss to not extend my gratitude all of the people who have been part of the Barrier Air family in the last 5 years for their contributions towards helping our airline become the premium air service to Great Barrier Island and the Far North."

Nick and Grant are both quite humble about their and the airline's achievements. Nick says, "I’m very proud of the team at Barrier Air and look forward to further enhancing our brand and product offerings. The future looks bright for the airline. A special mention must be made of our leadership and management teams. I am very grateful to have the support of such a committed, passionate and capable team, striving to continually improve all aspects of our service.”

From a hot potch of pistons to a fleet of three turbo prop Caravans equipped with state of the art navigational equipment and presented with a modern corporate colour scheme Barrier Air has been transformed since its formation. It has weathered the Covid storm and, as Grant says, "With our focus on maintaining and presenting our aircraft to a really high standard, our passengers are loyal and travel with us often” 

One wonders what might be next for this innovative and forward thinking regional airline.

A special thanks to Nick and Grant from Barrier Air... Always good to talk aeroplanes and airlines with you guys.


En Route to NZ - Our First Cessna Grand Caravan EX

 

Posted on Glenorchy Air's Facebook page is news of the ferry flight of their new Cessna Grand Caravan EX...

Earlier this year, Cessna built us a brand new and state-of-the-art Grand Caravan EX to join our modern fleet here in Queenstown. She was due to depart California, USA in March, but due to unforeseen circumstances and Covid restrictions, she’s been waiting in Merced, California.

But today is the day! This morning, she and her crew of ferry pilots departed the West Coast to travel 10,000+ kms to Auckland, with refuelling stops in Hawaii and American Samoa.

Stay tuned (https://www.facebook.com/glenorchyair/) for more updates on the arrival of ZK-MMZ.



Wanaka on sale

 


Sounds Air have announced their schedule for their new Christchurch-Wanaka service which will start on the 2nd of November 2020 subject to regulatory approval. The airline will overnight a Pilatus PC12 at Wanaka and operate a daily service between Wanaka and Christchurch with 10 return flights a week. Introductory fares of $119 are being offered.

Wanaka schedule effective 2 November 2020

At the same time Blenheim-Christchurch service is being strengthened with three return flights offered each weekday between the two centres. Sounds Air's reservation system shows a second flight being offered on a Saturday with "no seats available" and I imagine this will be operated if the the first flight is full. On Sunday evenings two Pilatus PC12s will operate the Christchurch to Blenheim 6.20pm service.

Christchurch-Blenheim schedule effective 2 November 2020

13 September 2020

The Flying Dolphin - Float Air Picton



I am very much indebted to Jim Anderson in the preparation of this post... Jim has recorded an oral history and transcribed his own amazing history of his story with Float Air. He also kept his scrap books and photos giving an amazing archival resource. I am also grateful to John and Gordon Low and Bruce Gavin for their photos and archival information.


Perhaps the most loved features, or rather creatures, of the Marlborough Sounds are the dolphins. But there was a time when dolphins where not only in the waters of the Marlborough Sounds but also on and above the waters. This is the story of Float Air Picton and its Flying Dolphin service. 

Over the summer of 1973/74 the Air Services Licencing Authority heard two applications to operate air charter and air taxi services from the Marlborough Sounds. In November 1973 Christchurch businessman Garry Berryman’s Geo Berryman Ltd was granted air charter and air taxi rights to operate from the Pelorus and Queen Charlotte Sounds and Port Underwood and the waterways connected therewith. The company, which traded as Sounds Air (no relation to the current Sounds Air), commenced operations with one Lake LA4 Amphibian, ZK-DNK, and was based in the Bay of Many Coves at Garry Berryman’s property. Garry Berryman and Peter Perano were the pilots. Peter Perano’s family were known for whaling in the Cook Strait area. Previously Peter had been an instructor with the Canterbury Aero Club for a number of years, but his 5,500 hours of flying experience also included some Cook Strait whale spotting time in a Piper Apache. Such local flying experience was invaluable to the new operator in its VFR environment. In April 1974 Geo Berryman Ltd applied to add a second Lake to its licence between October and May each year.


Meanwhile, dairy farmers Russell and Flora Smith had been in the Koromiko area for some years after moving to Marlborough from Dunedin. With the move north Peter learned to fly with the Marlborough Aero Club and over a period of years gained his commercial pilots licence with a view to starting a floatplane operation in Picton. Eventually the Smiths sold their dairy farm and established Float Air Picton Ltd. In February 1974 they applied for air charter and air taxi rights to operate from Picton Harbour. To do this they had to prove at the March 1974 Air Services Licencing Authority hearing that a second plane was needed in an area where there had been no operator a year earlier. Russell Smith recounted the difficulties of getting a licence in Marlborough Express in 1980. The Smiths did this by getting in touch with 800 Sounds property owners who lived in the Wellington area. Successfully over that hurdle, the next one appeared. Float Air could not get an import licence for a float 'plane until they were granted an Air Service licence. Yet they were not able to get an Air Service licence until they had a 'plane, Deadlock! Finally, the circle of red tape was broken, when the Air Licensing Authority agreed to give them an Air Service licence. Meanwhile, George Berryman flew from December 1973 to August 1974, when Float Air bought them out. A condition of the sale was that their pilot, Mr Pete Perano, was offered a job.

The October 1974 issue of NZ Wings reported on the success of the Berryman amphibian operation... The service has proved a boon to the residents and visitors to the area. The amphibious Buccaneer, based on the Picton foreshore, will be an asset for passenger demand for direct flights to Wellington while the Cessna 206 will more readily handle the bulk Sounds operations with its larger passenger and freight capacity. The Marlborough Harbour Board is building a floating jetty and ramp near to Float Air Picton's office in the rail-ferry terminal. Chief pilot of the expanded operation will be Mr Peter Perano in company with Mr Russell Smith, the owner of Float Air. Mrs Flora Smith is to be the business manager of the new company. 

Float Air's Lake Buccaneer ZK-DNK at Christchurch in 1979

The expanded company was licensed to operate charter and scenic flights from anywhere in the Marlborough Sounds, which the Air Services Licensing Authority considered as one licensed waterway, "to all licensed aerodromes and waterways in New Zealand", using one Lake LA4 amphibian and one Cessna 206 float plane. This enabled Float Air flights to operate exactly where the customer wanted in the Sounds. Float Air officially began operating on the 23rd of December 1974 - with both its aircraft tied down, because it was too windy to fly. The company had two aircraft, a new Cessna 206 ZK-DRH and the Lake amphibian ZK-DNK inherited from Berryman's Sounds Air. At the time of the launch of Float Air ZK-DNK was on annual survey and another Lake Buccaneer, ZK-EDK, was being used in its place. This aircraft was hired from a Christchurch businessman and it had a 200 hp engine, as opposed to ZK-DNK’s 180 hp engine. This allowed one extra passenger to be carried on longer flights.

Float Air Picton took to the air for the first time on the 24th of December 1974. Media coverage reported that on that day Lake Buccaneer ZK-EDK flew from Picton Harbour to Wellington, opening Picton's new air service. Float Air Picton flew its first charter flight with a Lake amphibian which is under hire from Christchurch. But the company has bought a similar aircraft which should arrive in about two weeks. Float Air has also bought a Cessna 206 floatplane which will be piloted by Mr R. Smith. The Lake amphibian is piloted by Mr P. Perano. The company is licensed to fly from the Sounds to all authorised waterways and airports in the country. It is expected that two-thirds of the flights would be on charter across Cook Strait and the rest scenic flights over the Sounds. The Lake Amphibian can carry three passengers and the Cessna five passengers. 



Lake Buccaneer ZK-EDK which was used as the replacement for Cessna 206 ZK-DRH. Photo taken at Picton on 29 January 1975

Disaster struck Float Air on the 29th of December 1974 when the new Cessna 206 ZK-DRH was up-ended by a whirlwind in Shakespeare Bay. Although under water for only about four hours the Cessna was considered a write off. The company continued with just the hired Lake, but bad luck was to strike that, too. After the company's own Lake returned from survey in February 1975 the hired amphibian ZK-EDK was returned. Within three weeks it was a write-off — wiped out by Cyclone Allison while sitting at Christchurch Airport.


The six day Cessna 206... ZK-DRH at Picton in December 1974


ZK-DRH being recovered in Shakespeare Bay, attended by the Picton Pilot vessel MARLBOROUGH, and Kenny's Red Funnel launch RAMONA with the Edwin Fox yet to be moved in the background. Source : Chris Manning, https://www.facebook.com/Then-Now-Picton-The-Marlborough-Sounds-150266098432005

This loss of the Cessna 206 meant that in 1975 Float Air's operations were sustained by the Lake LA4 Buccaneer ZK-DNK. The June 1975 issue of Wings reported that The LA4 has been proving quite effective, and has carried stock and station agents, Internal Affairs officials, Health Department nurses, priests, builders, electricians, ambulance men, two dogs, a few locals, and many tourists throughout the Marlborough Sounds and to many other parts of New Zealand. Surprisingly, there was initially a detectable degree of apathy toward the company among the locals, but this has been largely overcome, due no doubt to the efforts of its administrator, Flora Smith. Flora Smith, 37 and mother of four, could be described as the driving force behind the company. Being responsible for administering what is in fact an airline - and as such required to regularly furnish all airline-type statistics and other administrivia - is no mean task. She is also the booking agent and handles all financial and legal matters. Having as a fleet a Lake amphibian and a Cessna float plane might seem at first glance an odd combination, but closer investigation reveals that Float Air has initiative and foresight. The choice stems basically from the "lightness" of the Lake and the inability of the float plane to use land aerodromes. The load capacity of the smaller Lake is not great (450 Ibs) but, as the company predicted, the attraction it provides in being able to move passengers between a city airport and the Picton waterfront makes it very popular. The larger Cessna not only handles rougher waters (the Lake is limited to "one foot" seas) but can lift greater loads (about 1,000 Ibs) making it an ideal taxi for groups of weekend fishermen and hunters and their gear, or for reaching isolated baches with a good load of supplies… Asked what their aim was in forming Float Air, Russell Smith replies, "To provide a service ... a charter and scenic service to anyone who wants it. By doing this we hope we will open up the Marlborough Sounds to the people of Wellington, Nelson, Picton and further afield".


Float Air's Lake Buccaneer ZK-DNK at Picton


In November 1975, a new Cessna 206 floatplane, ZK-DXD was added to the fleet. Within a month of its arrival the Lake Buccaneer ZK-DNK was withdrawn from service. In December 1975 Float Air turned its attention towards Porirua Harbour as a terminal for flights from Picton. The Evening Post reported that on the 12th of December 1975 the chairman, Mr J W Brown, and other members of the Porirua Harbour Authority granted Float-Air Picton permission to use the harbour as a float-plane base to set down and pick up passengers under a trial arrangement for a year, during which time the effect of the operation on aquatic sports groups would be examined. The chief pilot for the air service (Mr Peter Perano) said he did not think the company would have any problems with pleasure craft on the harbour, which was not likely to be as congested as the Picton terminal. Both Mr Perano and the manager of the company (Mr Russell Smith) who is also a pilot, agreed that the area designated by the authority as a water aerodrome was suitable for their immediate needs. A float plane carries five passengers, and an amphibian carries three. They have already made chartered calls to Porirua, and it is expected that as the service becomes more widely known the planes will be regular visitors to the harbour. Both pilots said the Porirua Harbour had less turbulence than flying over Wellington to a landing area at Petone. 


In 1976 Peter Perano left the company and in 1977 moved to Fiji and became Turtle Airways' first pilot. Russell and Flora continued operations with the Cessna 206 and in 1979 Jim Anderson joined Float Air as a pilot. In his 2010 audio history of Float Air Jim recounts, Float Air operated all round the Marlborough Sounds and had extended their service, in and out of Wellington from a new water aerodrome at Petone They also obtained a base, or water aerodrome, round the Wellington coastline on Porirua Harbour. The two "aerodromes" allowed Wellington people to connect with their baches and boats in and out of the Sounds. Before that they would have had to catch a ferry and then maybe water transport to their baches but it enabled them to leave work of an afternoon and be down at Porirua harbour late in the afternoon when Russell was able to pick them up and whisk them over to their bach in the Sounds. This in itself proved a very popular asset, or side to the business. 


The bread and butter business of the company was really work with stock agents and Post and Telegraph who used to use the company probably 2-3 days a week. Often the guys from Post and Telegraph would turn up with their vans and their ladders would be tied on the side of the floats and all their equipment would be loaded in and they’d be shuttled off into the Sounds. You’ve got to remember at that time in the Sounds, the whole of the Marlborough Sounds was still on what was called a manual exchange, or on party lines in those days, and often with severe storms and weather events, the lines would go down or trees would go down over lines and these fault men would be taken out into the Sounds and often posted round at various places to rectify these faults. Often it meant taking maybe 3 or 4 men out and posting them in different places... it was like playing musical chairs with them until they got these faults sorted out throughout the course of the day so work was done on a charter basis, the likes of Post and Telegraph, with stock agents, land agents, catchment boards, engineers, lots of different sorts of things. They used to take Health Department and Correspondence School people to check out children in the Sounds. It was many and varied type of work that was undertaken in those days and the company at that point, I think, was doing something in the order of about 500 hours a year. 

On the 26th of July 1978 ZK-DXD struck a submerged rock and bank while taking off. The pilot, Russell Smith, and four passengers were not seriously injured but Russell "did his back" and was not able to fly for some months. The Cessna experienced minor damage to one float. This was to be the only reported incident Float Air was to experience on its services.

But rocks weren't the only hazards in the Marlborough Sounds. Russell Smith recounted of being 'imprisoned' by porpoises in the Marlborough Express... They were playing around his float plane, just as they might around a boat. They seemed to particularly enjoy it, because those near the plane were calling, and more were coming from miles around. "There were only five initially, but we ended up with several dozen." That was all right while taxiing, but then it came time to take off. At 30 knots, the porpoises were easily keeping up. In fact, they were making a wake in front of the floats, and the plane kept ploughing in. Mr Smith was loath to increase speed, in case the floats ploughed right under, tipping the plane over — or in case he hit a porpoise. But he finally edged his craft up to 40 knots, "and at that speed we just managed to get past them. They were really stretching to keep up. You could see them out the window.

Float Air's second Cessna 206, ZK-DXD, at Picton on 1 November 1980

On the 17th of March 1981 escalating cost increases coupled with a severe downturn in passengers forced Float Air to cease operations. Russell Smith told media that business to the Sounds’ guest houses was down to about one-sixth of the previous year's levels and the numbers of those wanting scenic flights was drastically reduced. Meanwhile, the price of aviation fuel had risen dramatically over the previous three to four years and the addition of a Government tax of 5 per cent had added to company’s woes. Losing the floatplane from the Marlborough Sounds meant the cessation of air ambulance and emergency flights. Doug Macdonald, of Pohuenui in the Pelorus Sound, told the Nelson Evening Mail, "It is a real lifeline to us," Mr Smith saved Mr Macdonald's life about four years ago after an accident in which a boulder hit his head. Mr Macdonald was whisked to Wairau Hospital by amphibian. "My wife was told at the hospital that I would not have survived a boat trip," he said. Picton general practitioner Dr Ron Mills says the loss of Float-Air will be severely noticed. "It is very sad to see it go. It puts the clock back a very long way. If there was some way to keep it viable, I would give it my support," Dr Mills said. Mr Smith is conscious of the gap Float-Air's closing will leave. "I feel as if I am deserting them," he said. 



Jim Anderson and Russell Smith about the time of the closure

Initial attempts to sell Float Air were unsuccessful, but in September 1981 a Christchurch businessman and part time flight instructor, Bruce Fulton, became interested in starting a floatplane business. Bruce negotiated with the Float Air shareholders and bought the name and the assets of Float Air and set about re-establishing the business as Float Air Picton (1981) Ltd. Float Air recommenced operations in mid-October 1981. At the time of purchase ZK-DXD was starting to show signs of wear and the cost of maintenance was starting to become more expensive and so Bruce looked to purchase a new Cessna 206. That new aeroplane was going to be Cessna 206 ZK-EXB.

Jim Anderson's oral history of Float Air records that on the 19th of September 1982 only a matter of weeks before delivery of this new aeroplane, ZK-DXD was tied up on the jetty and a severe wind gust, which Picton is not unknown for, came through and lifted the aeroplane up and the port wing came in contact with the jetty and it crumpled the port wing sort like of into a gull wing almost, and it was severely damaged so it couldn’t be flown at that point. The Cessna agents then came from Dunedin and dismantled ZK-DXD for shipment along with its floats. The floats, of course, had to be changed over to the new aeroplane. It went down to Dunedin by road, where the new one was sitting on its’ wheels. 


Ouch... Look at that wind-gust damaged wing... Cessna 206 ZK-DXD at Picton on 18 September 1992



Bruce went down and ably assisted the changeover of the floats onto the new aircraft, Cessna 206 ZK-EXB. Dalhoff and King engineers weren’t completely familiar with the float operation and when they put the old floats on the new aeroplane they didn’t do a terribly good job of what they call sealing the bulkheads between the floats. Each float had about 7 different compartments in it so that if you ever holed a float, or put a hole in it with a rock or any such thing, the whole float wouldn’t fill full of water, only one bulkhead or one compartment would fill up. You had a little hose stack pipe on each float that you could actually use to pump the floats out. That’s something you checked for every morning on your inspections… Was there any water in your floats?

When Dalhoff and King put the floats on the aircraft they didn’t seal these bulkheads well enough. There was a lot of razamataz in getting the floatplane from the hangar down to the Taieri River and they lowered it to the river with a big crane and Bruce took off out of the river and flew it in one hop from the Taieri right up to Picton. The aircraft had only been here something in the vicinity of 3 weeks when the left hand side of the aircraft, or the port side, had a problem with leaking. Bruce alerted the engineers to this and they said they’d look once it’d done 50 hours when they’d be up to do its first check on the new engine and they would try to remedy any problems they had at that point. 


Cessna 206 ZK-EXB crossing the Taieri River near Dunedin for its launch in the river and delivery flight to Picton. Photo : Otago Daily Times 

The aircraft was only 3 weeks old from brand new, when on the 22nd of November 1982 Bruce looked down on a calm Picton Harbour and saw the horrifying sight of the underside of two floats looking back at him. Horrifying sight because here was this brand new aeroplane that hadn’t even done 50 hours, lying upside down attached to its mooring in the middle of the harbour. It was a pretty sad sight and throughout the course of that day the aircraft was righted with the help of Kenny’s Barging Company who came and assisted, lifted it back up and bought it over to the launching ramp. They were able to drain the water out of it but once an aircraft like that has been under salt water, a lot of the components are all magnesium and so they all start fizzing and of course it wrecks all the electronics and all the wiring and the aircraft is essentially... well it has to be either virtually written off or just bulk stripped and rebuilt. Bruce at that point, alleged that the engineering company were at fault and that they should give him a new aeroplane. They sort of dragged their feet a little bit on the issue but later on they came to the party and the insurance came through which took about 3 months.


Float Air's Cessna 206 ZK-EXB floating at Picton in November 1982...


Ouch - ZK-EXB not floating - being recovered from Picton Harbour. Photo : Marlborough Express

The recovered Cessna 206 ZK-EXB at Picton on 22nd of November 1982

In January 1983, while awaiting the delivery of a new float plane, Float Air took to the air again with a wheeled Cessna. Bruce Fulton told the Marlborough Express, "Having a wheeled aircraft is only a temporary measure, but I had to do something to keep the business going in a small way." The Cessna was leased from Palmerston North and operated from the airstrip at Waikawa Bay. 


In January 1983 a replacement Cessna 206 was ferried from from the United States to New Zealand. O
the 24th of January 1983, after gaining New Zealand certification and having its floats fitted, the new $150,000 aircraft embarked on the two and a half hour flight from Dunedin to Picton. The aircraft was registered ZK-KPM after Bruce Fulton’s partner's first names - Karen Pamela Mary. Within half an hour of its arrival it was earning its keep, but not before some locals had quipped "Don't sink this one."


Cessna 206 ZK-KPM at Picton on 5 May 1984

Unfortunately the quip was quite prophetic. Jim Anderson continues his narrative... Bruce continued to operate ZK-KPM throughout that year. An interesting point is that Bruce didn’t have a very good swimming ability so he was somewhat reluctant to have the aircraft way out in the middle of the harbour, especially on rough days when he had to row back, so he had the mooring of the floatplane moved from out in the middle of the harbour, closer in to the jetty. Bruce saw the opportunity for the Waitohi Stream coming out from under the road by the Edwin Fox Centre, to assist in helping keep the weed growth down on the bottom of the floats. This was Bruce’s idea plus the fact that it was closer to the jetty was a bonus! He had this mooring shifted in a wee bit closer and everything seemed quite good until about October that year, when we had a huge storm in the harbour. 



A beautiful reflective shot of Cessna 206 ZK-KPM at North West Bay in Pelorus Sound

Normally, the mooring system on the floatplane worked very well, it was an interesting concept, in that it worked on a bridle system from the floats back to an eye about 2 metres under the water and when the wind blew the aeroplane just naturally sat into wind and when the wind blew harder, the aeroplane pulled back on the mooring lines on this bridal system and pulled the nose of the aeroplane down. When the nose of the aeroplane came down, it was actually quite a safe position for the aircraft to be in. On the 21st of October 1983 the Waitohi Stream was flowing very strongly, almost in full flood and the aircraft wanted to weathercock into the stream in an almost south westerly direction but the wind was blowing down the harbour at about 70 knots from a northerly direction and it was a fight between the river and the wind which way the aircraft was going to face. At one point the aircraft was facing into this full flooded Waitohi Stream and a wind gust came down the harbour, an easterly strong wind gust and therein lies the tale of another aeroplane going to the bottom. As we all watched the storm in the harbour, we saw this new aeroplane, only a few months old, go upside down. It was recovered and some months later there was another battle with the insurance company.

December 1983 competition came to Picton in the form of Outdoor Aviation's Skyferry operation. As well as the air service from Wellington to Picton's Koromiko airport Outdoor Aviation also operated charter flights to Havelock, Nopera Bay, Elie Bay and Titirangi in the Marlborough Sounds. 

Meanwhile, ZK-KPM was replaced by another Cessna 206, ZK-FHE, which was registered to the company on the 29th of December 1983. While the bulk of the company's business continued to be within the Marlborough Sounds, the company also continued to offer a service to Wellington’s Porirua Harbour that operated on a charter basis. 


The arrival of the new floatplane, Cessna 206 ZK-FHE on 29 December 1983

The Picton Paper reported that January 1984 was a record month for Float-Air Picton. During that time, 732 people flew on the float plane. It meant that pilot Mr Bruce Fulton chalked up the biggest number of flying hours in a month since he started flying out of Picton. "It's very heartening," Mr Fulton told The Picton Paper. When he decided to begin flying again after the accident last year when the float 'plane turned over in the harbour, he did so with some apprehension. The record month, however, "has removed a lot of doubts," he said. "It has given us a good start, and it's happened just when we needed it." A big boost in January came with scenic flights. "We have done more scenic flying than we have ever done before. A lot of local people have come on scenic flights, and a lot have brought their visitors along. "Also, we have had a lot of Wellington trips," Mr Fulton said. Generally, the 'plane has proved on the very good, and there has been a lot of interest 

The replacement for ZK-KPM, Cessna 206 ZK-FHE at Picton on 6 February 1989

Jim continues his narrative - Bruce continued operating it but he was ready to move on. He had the company up for sale in October of 1984 when Gordon and Pam Low arrived from Auckland looking for a new challenge in life. They bought the business from Bruce and commenced operations in 1984 establishing Float Air Picton (1984) Ltd. Gordon, of all the owners who operated the business, had probably the most charmed run in so much as it was largely uneventful in terms of any incidents, sinkings or dramas of any sort. 



Handing over the keys - Gordon Low (left) and Bruce Fulton (right)
Float Air advertising, from 1985 when owned by Gordon and Pam Low

In August 1987, Pete and Sue Anderson along with Rob McPhail, bought Float Air. Pete was a veteran agricultural pilot, started flying, before doing topdressing operations about 1956 in Tiger Moths. He then went overseas to Zimbabwe, where he met Sue, and established a floatplane on Lake Kariba in Zimbabwe. When things started to deteriorate there he went flying floatplanes in Fiji for a short while then came back and worked for Wanganui Aero Work. His business partner Rob McPhail was a helicopter pilot from the Taupo area. 


Cessna 185 ZK-CHK and Float Air's Cessna 206 ZK-FHE at Gore Bay.
ZK-CHK was owned by Cliff Marchant who was one of the founders of another airline that served Picton, Skyferry, the precursor to today's Sounds Air.

Float Air advertising, from 1987 when owned by Pete and Sue Anderson 


Just before Christmas 1987 Float Air formalised its flights to Porirua Harbour and began a twice daily scheduled service, which was known as the “Flying Dolphin” service. Float Air established an office at Porirua and built 2 jetties, one at the south end of the harbour down near the Polytech and one at the north end by the launching ramp along with fuel facilities. Two flights a day were scheduled between Picton and Porirua but during summer as many as five flights a day could be operated. The twice daily 50-minute flight between Picton and Porirua Harbour became the Float Air's main activity. Though scheduled at 50 minutes every flight was different depending on who wanted to be picked or dropped off at various lodges, baches or boats that were moored enroute. 



The first timetable for Float Air's Flying Dolphin Service, effective December 1987

The first scheduled services were operated by the Cessna 206 ZK-FHE but the 206 was not able to meet the growing demand and so, just before Easter in 1988, a De Havilland Canada DHC-2 Beaver, ZK-FPZ, was added to the fleet. This was New Zealand’s first Beaver floatplane and was bought from an Alaskan owner. In April 1988 Rob McPhail told Aviation News, It’s an impressive performer. It’s lighter in the controls, handles rough water and rough air better than the 206… Another advantage the Beaver has over the 206 is that it can operate one way with a full load and be brought back empty but still pay its way on an hourly basis. Because a great deal of the traffic across Cook Strait is one way, especially at holiday times, this affects Float Air considerably. Over the Easter long weekend the two aeroplanes did seven flights a day between them. 

Floatplanes at Porirua - Cessna 206, back in the fleet, (above) and DHC Beaver ZK-FPZ (below) on 8 December 1989

Float Air and the Flying Dolphin Service, ca 1988


The early Flying Dolphins... Float Air's Beaver ZK-FPZ and Cessna 206 ZK-FHE

The Porirua jetty with Float Air's Beaver ZK-FPZ and Cessna 206 ZK-FHE 

There was a change of Cessna 206s in December 1989. Cessna 206 ZK-DXD returned to the Float Air fleet early in the month while Cessna 206 ZK-FHE left the fleet later in December. Meanwhile, the Beaver’s ZK-FPZ's service with Float Air was cut short. At 5 pm on the 22nd of March 1990, during a severe storm, a 100 knot wind gust which sent a wall of water over the aircraft. Float Air's Peter Anderson watched helplessly as his Beaver was overturned. It was some twelve hours before the Beaver could be righted and recovered, and the damage and onset of corrosion meant the end for ZK-FPZ. Float Air’s service was able to be maintained by the Cessna 206, though a Sea Bee Air Grumman Goose, ZK-DFC, helped with the extra demand over Easter. A replacement Beaver, ZK-CMU, was sourced from Fieldair who had previously used it as a topdresser and had been in storage for some time. After being refurbished it arrived in Picton in August 1990.


Back in the fleet from Milford Sounds Scenic Flights Cessna 206 ZK-DXD at Picton on (above) and repainted at Picton on 4 February 1992 (below)




Jim continues his oral history... At this point, (after the loss of the Beaver), the insurance company baulked at insuring aircraft on a mooring ever again so the decision was made to actually build trailers for the aircraft and have them moored on the hard. The hard stand area was adjacent to the Edwin Fox which had been recently moored was against the wharf, and was sort of in the car park behind there so the aircraft were brought onto trailers at night and backed up and tied down. It was probably a better operation in many respects because we were able to wash them down easily and maintenance was a lot easier in terms of bringing people in to do the maintenance. Over that winter Rob McPhail secured work on helicopter operations.

DHC Beaver ZK-CMU with Flying Dolphin Service titles at Picton on 14 August 1990 (above) and with Float Air Picton titles at Picton on 7 January 1994 (below)


In 1992 Float Air was sold again. The new company, Float Air Picton (1992) Ltd, was a partnership between Garth and Francie Nicholls and Marlborough Helicopters. Garth originated from Seddon and grew up in Marlborough. He undertook his flying training at Marlborough Aero Club and worked for Marlborough Helicopters as a loader driver for some years before moving on to get his commercial and then go agricultural flying. He flew agricultural aircraft on the West Coast and went on to fly skiplanes at Mount Cook then moved on to Hawker Siddeley 748s before returning to Blenheim to buy Float Air along with his old employers, Marlborough Helicopters. Marlborough Helicopters was owned by Colin Bint and John Sinclair as the primary shareholders along with a number of other smaller shareholders. Marlborough Helicopters provided the financial oversight and the maintenance facility and at that point, Gordon Low was recruited back as Chief Pilot to assist with the operation alongside Garth.

In June 1994, a second DHC Beaver, ZK-CCY, was registered to Float Air. Like ZK-CMU it had previously been a topdresser and after refurbishment it arrived in Picton in November 1994.

DHC Beaver ZK-CCY out of the water at Picton on 26 November 1994

Jim continues, Just before this, Garth had stumbled across the idea of providing a realistic way of undertaking maintenance on the aircraft. What had happened prior to this was that engineers had normally packed up their trailers and scaffolding and planks and compressors and all their gear and brought up to 4 engineers at a time from Blenheim to Picton to do the maintenance down on the Marina which, if you got a wet or windy day, wasn’t always that good. Garth had done a little bit of research and came up with the idea of being able to fly the aircraft from Picton out of the water and taking them through to Blenheim and landing them on the grass on their floats. This was something that we all sort of struggled with a little bit and didn’t think could be done but Garth took the opportunity one day and got the boys to wet the grass down at Omaka and flew the Cessna through to Omaka and landed it without any incident slithering on this wet grass. He then decided he’d do the same thing with the Beaver and take that through, but the Beaver was quite a lot bigger and had a lot more weight hanging out the front than the Cessna did however, he eventually took it through there and landed it on the grass again, without incident. The engineers had built a trailer on which they could tow it into the hanger. It was a new way of doing maintenance and the engineers were quite happy because it brought the aircraft right into their maintenance facility. Then came the idea of getting it back off the trailer, back into the air again. Unperturbed, Garth took this task in hand and the aircraft was just flown off the trailer without any incident. The trailer sort of trundled along the runway and stopped in its own time and Garth continued on back to Picton. So it was a new way of undertaking maintenance. This all happened at the end of ’94.



Cessna 206 ZK-DXD at Omaka after a grass landing
And the departure... tow the aircraft to the end of runway, 
Start the engine, roll, and fly off. Photos of Beaver ZK-CMU taken at Omaka

On the 7th of June 1995 was Garth tragically killed while doing topdressing and in July of that year, Garths wife, Francie made the decision, along with the Marlborough Helicopters' directors, to put the business on the market. 


A couple of Jim Anderson's photos, inside and out of Float Air's DHC-2 Beaver ZK-CCY at Picton in 1995




So what did Float Air look like for prospective buyers? The August 1995 issue of Wings gives a good insight into the business at the time. The scheduled service provides 90 percent of the business says part owner John Sinclair, many North Islanders commuting direct to their boats and batches; "It's a niche operation that offers a cheaper and faster direct service"… Jim Anderson, a long-time float plane pilot in the Sounds and chief pilot for the operation following Garth Nicholls accident, commented on the pressures of the job - the operations runs ten hours a day, seven days a week amid the demands of weather and passengers. 'There can be pressure from passengers - sudden weather changes in the Sounds can modify other people's travel plans - having to say no when they cannot see an obvious reason can be difficult," he noted. Management of the company has been excellent over the years, he said, with "absolutely no pressure to go, the decision is yours. Passenger safety and comfort is paramount." Jim began with Russell Smith back in 1980 on the Cessna 206, logging hours part time over the years until going fulltime last Christmas. He commented on the difference between Cessna and de Havilland; the Cessna on floats makes for hard work and. while the Beaver is also underpowered. It's the wing that makes the difference. "The Cessna has to give 10/10ths on takeoff, the Beaver comes off with 70 percent of effort." "It's an easier plane to fly, it's an easier plane to maintain," says Jim - a comment echoed by company principal John Sinclair who noted that the Beaver was cheaper than the C.206 to run as well as having an additional two seats. While the Beaver, due to its rarity, might be more expensive to buy, it was cheaper to maintain and run; the Cessna Caravan formula. "The Cessna 206 required a check every 50 hours, the Beaver every 100 hours. The Cessna was designed for wheels and, after working hard off the water for 7000 hours, was beginning - by comparison - to suffer. The Beaver as a workhorse built for the job was still holding together well after 7000 hours,' commented Jim, "It's basic and it doesn't break."


Float Air's Beaver ZK-CCY in the Sounds

Over the 1994/95 summer the InterIslander Line added the fast ferry, Lynx, to its Cook Strait services between Wellington and Picton. The arrival of the fast ferry had an immediate impact on the Float Air operation and took 40% of Float Air’s business. When the Lynx returned to the run the following year Float Air was forced to downsize and in November 1995 Beaver ZK-CCY was sold and exported to the United States. The introduction of the North by South’s Straitrunner, a second company’s fast ferry, operating from Paramata to Picton, made Float Air’s situation untenable. This new ferry picked up and dropped off passengers in the various Marlborough Sounds’ bays it passed. Float Air’s Francie Nicholls said, “With the costs of operating aircraft today we simply cannot compete with the fast ferries.” 

After over 20 years Float Air Picton ceased operations on the 26th of April 1996. Six casual Porirua staff and three fulltime staff in Picton lost their jobs and the remaining Beaver, ZK-CMU was sold. So ended the story of the Marlborough Sounds' Flying Dolphin.


While Float Air and its Flying Dolphin service ended in 1996 floatplanes have returned to Picton but Float Air remains the only floatplane operator (as opposed to amphibian operators) who operated a regular air service in New Zealand. 



AIRCRAFT OPERATED

Cessna 206 (normally operated with 5 passengers)

Cessna U206C Super Skywagon
ZK-DRH c/n U2061179

Cessna U206F Stationair  II
ZK-DXD c/n U20602912

Cessna U206G Stationair 6
ZK-KPM c/n U20606210

Cessna U206G Stationair 6 II
ZK-EXB c/n U20606616
ZK-FHE c/n U20605706

De Havilland Canada DHC-2 Beaver (normally operated with 7 passengers)

ZK-CCY c/n 1512
ZK-CMU c/n 1590
ZK-FPZ c/n 717

Lake Buccaneer (normally operated with 3 passengers)

Lake LA4-180 Buccaneer
ZK-DNK c/n 419

Lake LA4-200 Buccaneer
ZK-EDK c/n 469


PEOPLE INCLUDED

Jim Anderson (Pilot)
Pete Anderson (Owner - Pilot)
Sue Anderson (Owner - Office)
Valda Aplin (Office)
Garry Berryman (Shareholder)
Colin Bint (Director)
Mick Brannagan (Pilot)
Rebecca Downes (Office)
Bruce Fulton (Owner - Pilot)
Gordon Low (Owner - Pilot)
Pam Low (Owner - Office)
Cherie Marshall (Pilot)
Francie Nicholls (Owner)
Garth Nicholls (Owner - Pilot)
Lee McPhail (Office)                                  
Rob McPhail (Owner - Pilot)
Peter Perano (Pilot)
John Sinclair (Director)
Flora Smith (Owner - Office)
Russell Smith (Owner - Pilot)
Wendy Vinning (Office)


ZK-CCY over the Sounds