3rd Level New Zealand

Achtung! Spitfire! - More from Tauranga

2012-02-02T08:22:00.000+13:00

Supermarine Spitfire Mk IX ZK-WDQ (front) and Supermarine Spitfire Mk IX ZK-SPI (rear) over Tauranga at the Classic Flyers show, 28 January 2012. Photos : S Lowe

Supermarine Spitfire Mk IX ZK-WDQ at the Tauranga Classic Flyers show, 28 January 2012. Photos : S Lowe

Supermarine Spitfire Mk IX ZK-SPI (above and three photos belowe) at the Tauranga Classic Flyers show, 28 January 2012. Photos : S Lowe

This is insane!

2012-02-01T21:09:00.002+13:00

http://www.dailymail.co.uk/news/article-1265891/Hold-think-youre-going-Skydiver-grabs-gliders-tail-fin-fly-2-100-metres-100mph.html

Mustang for Stuart...

2012-01-31T21:53:00.001+13:00

A few more from Tauranga...

NA American P51 Mustang ZK-TAF - pure grunt...

and three wanna be Mustangs... Titan T51 Mustang ZK-MJD

and Titan T51 Mustang ZK-MPC... grunt in minature!

and Papa51 Thunder Mustang ZK-TMG

Photos taken at Tauranga on 28 January 2012 by S Lowe

Eagle Feederliner?

2012-01-31T08:48:00.000+13:00

More from the Classics Flyer Air Show...

Carrying Eagle titles, but related to type not Eagle Air

AutoGyro Europe MT03 Eagle ZK-RGG - a possibility for a Gore-Invercargill feeder...

AutoGyro Europe MT03 Eagle ZK-KIW - a possibility for a Kaikohe-Kerikeri feeder...

AutoGyro Europe MT03 Eagle ZK-MOR - a possibility for a Greymouth-Hokitika feeder...

AutoGyro Europe MT03 Eagle ZK-MTO - a possibility for an Oamaru-Timaru feeder...

There was one other gyrocopter...

AutoGyro Europe Calidus Fern - ZK-MZM

All photos taken at Tauranga on 28 January 2012 by S Lowe

My Current Favourite 3rd Level Airline

2012-01-30T22:46:00.001+13:00

Golden Bay Air is an airline that really interests me. They have worked hard to carve out a niche for themselves and seem to be doing really well. While in Wellington last week I wanted to get a really nice pic of their Seneca ZK-ZAG looking down on it so I could get the titles. So on the road from Paraparaumu at 6.30 a.m. (yawn - this was supposed to be a holiday) to avoid the rush hour traffic and get into Wellington for the arrival of the 8.40 am flight from Takaka.

Problem No. 1 - a northerly wind so not good for getting pictures from the northern observation car park!

No problem - to the terminal...

Problem No. 2 - the shade!

The worst kind of desparation shot... The sort of angle I wanted - but I wanted sun - this light is awful!!!

A desparate search for a better position to get a shot in the sun...

Better, but not quite side on and Mr Jetstar, can you move your Airbus?

Ok, maybe as it taxis for 34, a real distant shot, but...

Problem 3. It taxied for the other side of the airport instead of taxi-ing to 34!

Mutter, mutter, mutter... he said thinking the wind had changed and I should have been at the car park at the northern end of the runway... no wait, he's taxi-ing to the far side...

So feeling a little better that I hadn't missed the perfect shot a quick sprint to the car - and up to the car park...

just in time as ZK-ZAG heads home to Takaka

After visitng friends I noticed the wind had changed so back to the airport to catch ZK-ZAG back for the first of two afternoon flights...

...still can't get those titles!

So, I still haven't got the perfect shot Richard! The joys of plane spotting. Maybe next time I'm in the capital!

All photos taken at Wellington on the 25th of January 2012 by S Lowe

The Barrier Connection - Great Barrier Airlines Part 2

2012-01-29T05:48:00.005+13:00

The Early and Mid 1990s - Competition and Take Overs

In 1991 Murray Pope offered to sell 50 percent of Great Barrier Airlines back to Jim and Ruth Bergman and he returned as manager. Jim Bergman, writing on the history of GBA in NZ Aviation News, states that “when Sea Bee Air purchased GBA it brought its very efficient and excellent maintenance team and set up a base at Ardmore. Sea Bee Air under the new ownership arrangement continued to maintain our aircraft and we leased aircraft from them where applicable.”

Still in its Sea Bee Air yellow and white colour scheme Piper Aztec ZK-CEU was used, among other things, for towing drones for target practice for the Navy. Photo taken at Ardmore on 17 November 1990 by M Beaven

The second attempt at a colour scheme - the orange and white scheme as seen on Piper Aztec ZK-FMU (above) photographed above at Nelson on 2 October 1990 by M Condon and on Britten Norman Islander ZK-FVD (immediately below) taken at Auckland on 30 January 1992 by S Lowe and on Piper Cherokee 6 ZK-CNS (far below) taken at Claris on 27 December 1992 by B Gavin

From the late 1980’s Great Barrier Airlines had faced competition from both fast ferries and other aerial competitors. Gulf Air, Air National, Trans Island Air and Northern Air all tried to compete on the main Auckland-Great Barrier route but this aerial competition soon disappeared. While the fast ferries decimated air services to Waiheke Island they did not succeed to the same extent on the Barrier run and tended to operate a seasonal service. They were, however, a major threat especially when they were first introduced. To counter this threat Great Barrier Airlines made friends with the enemy, so to speak, and established a fly/boat scheme with the ferry operators offering visitors to the island a flight in one direction and the ferry in the other.

In 1991 the company started offering summer services to and from Great Barrier Island from Whangarei on Wednesdays, Fridays and Sundays in addition to the Great Barrier Island-Tauranga and Coromandel services. Such flights, including flights to the Coromandel Peninsula, have become a feature of the Great Barrier Airlines’ summer timetable until recent times. Normally they have been operated by GBA’s smaller aircraft, though at times these services have been contracted out to other operators. Tower Aviation of Whangarei, for example, were operating Great Barrier Airline’s twice weekly service between Whangarei and Great Barrier Island in the year 2000.

Waiheke Island had been on Great Barrier Airlines’ radar for some time, however, the Stonyridge Airfield was closed to all operators other than the leaseholder, Motor Holdings, and commercial operations were not permitted from Reeve Airfield. On the 24th of July 1992 Motor Holdings sold their Waiheke Air Services operation to Flightline Aviation and soon after negotiations began to open the Stonyridge airfield to other users. In late October 1992 Flightline Aviation announced their air service to Waiheke Island would change to an on-demand service from the 2nd of November 1992 and that Stonyridge airfield would be available for other operators to use. Great Barrier Airlines immediately announced their intention to start flights to Waiheke. The Stonyridge airstrip proved, however, to be unsuitable and so Gulf Island Air was contracted to provide a link to Auckland and Great Barrier Island using their Piper Cherokee 180 and later a Piper Cherokee 6. (For more on Gulf Island Air see http://3rdlevelnz.blogspot.com/2011/09/gulf-island-air-transfer-flights-from.html)

Gulf News, 6 November 1992

In 1993 ownership of the company changed again with Great Barrier Airlines’ flight operations being leased back to Jim Bergman as a separate company while the parent company owned the aircraft and maintenance organisation. John King, in NZ Wings describes the complex changes of ownership by saying “the following year Jim bought half the operating company, which he sold in 1996 to Gerard Rea and Mark Roberts, while GBA Ltd also sold its aircraft to GB Air. Further restructuring and consolidation have seen ownership settle down into thirds, held by Gerard Rea, GBA Ltd (the original Sea Bee Air proprietors Colin Campbell, Murray Pope and Norm Sanson) and Mark Roberts and his extended family.” Subsequently ownership of Great Barrier Airlines is now mainly in the hands of Gerard Rea, with Mark Roberts being the other shareholder.

Leased BN Islander ZK-FXY was used in late 1993 to mid 1994. It is seen here at Hamilton on 20 October 1993. Photo : M Beaven

In January 1994 Air Fiji leased Great Barrier Airlines a 19-seat de Havilland Canada Twin Otter, DQ-FDK, for the summer. The lease was a great success and the Twin Otter returned the following summer. Buoyed by their experience, in early 1995 the company decided to purchase their own Twin Otter. Having sourced an aircraft it departed mainland USA on the 16th of March 1995 on its ferry flight to Auckland via Hawaii. Some 740km northeast from Honolulu the crew experienced fuel transfer problems and ended up ditching. Fortunately a nearby ship rescued the 3 occupants. Undeterred the company subsequently purchased Twin Otter ZK-FQK from Royal Tongan Airlines.

The first, Twin Otter, Fijian registered DQ-FDK, during its first summer in operation from Air Fiji. Photo taken at Auckland on 22 May 1994 by M Beaven.

Great Barrier Airline's own Twin Otter, ZK-FQK. This had previously been on the New Zealand register while being operated by Friendly Island Airways and Royal Tongan Airlines. It was then placed on the new Tongan register as A3-FQK where, as well as operating for Royal Tongan, it also operated for Air Fiji. It is seen here in Air Fiji colours at Auckland on 31 May 1996. Photo : S Lowe

In the mid-1990s the company also introduced a charter operation using Brazilian-built Piper Chieftain, Embraer EMB-820C ZK-RDT and later, Piper Pa31 Navajo ZK-NSN.

The Brazilian built Chieftain, Embraer 820C ZK-RDT, when it carried small Great Barrier Airlines titles on its nose. Photo taken at Auckland on 31 May 1996.

The later addition to the charter division, Piper Navajo ZK-NSN at the Wanaka Air Show on 22 April 2000. Photo : I Coates

On the 26th of August 1994 Great Barrier Airlines finally began operating a full schedule to Waiheke Island in their own right using the Reeve Airfield which was finally made available for commercial operations. The service was short lived and was dropped by the 21st of April 1995, the airline citing the standard of the islands two airfields and competition from local operators, Gulf Island Air and Waiheke Air Services, as the reasons.

From the 1st of August 1995 the company rebanded itself as an "Island Air Shuttle" offering up to seven daily return flights to the island.

Barrier Bulletin, August 1995

Above, Britten Norman Islander ZK-FVD in the fourth attempt at a colour scheme at Auckland with "Air Shuttle" titles on the engine nacelles. Photo taken at Auckland on 31 May 1996 by S Lowe. Piper Cherokee 6 ZK-CNS was also painted in the scheme. It is seen wearing both Great Barrier Airlines and Air Coromandel titles at Auckland on 16 October 1998. Photo : S Lowe

Great Barrier Timetable, August 1995

In the mid-1990s the company expanded by the purchase of three companies. In 1995 Air Coromandel, with its Cessna 172 and Partenavia as well as sole commercial rights to Whitianga, was bought from Les Sampson. "Whitianga has a great positive feeling and a potential that's undeveloped and still to be realised," says Mark. "It was a strategic move and tied up the centre of operations. We now operate to all the holiday destinations between Rotorua and the Bay of Islands in our route structure, and Whitianga is also a good base for training and pilot checks."

My one and only GBA baggage tag showing the merger with Air Coromandel... I bought on ebay from Estonia of all places!!!

The following year, in October 1996, the company bought NZ Air Services which had started its North Shore-Claris service in 1993. The takeover included the purchase of their BN Islander ZK-WNZ and Piper Cherokee 6 ZK-ENZ. Then, in early 1997, the company also took over Waiheke Island’s Gulf Island Air. Great Barrier Airlines had had a long association with Gulf Island Air. When getting itself established it operated under GBA's air services licence. Traffic volumes had increased between Waiheke and Great Barrier Island so the take-over was seen as a timely.

In November 1996 the company extended their network to include flights to Rotorua and the Bay of Islands using Paihia's Hururu Falls airfield. Later the Paihia flights stopped at Whangarei or Dargaville on demand.

Great Barrier Airlines timetable, ca January 1997

NZ Herald, 20 November 1996

To be continued...

Boeings Regular Flyers at Tauranga...

2012-01-28T21:59:00.000+13:00

... but not of the Boeing 7x7 flavour, rather three Boeing Stearman aircraft that are all Tauranga-based... All photos taken by S Lowe on 28 January 2012.

ZK-USA

ZK-USN

ZK-XAF

Warbirds Dakota to Tauranga...

2012-01-28T21:21:00.000+13:00

A most wonderful day today flying down to the Classic Flyers Airshow at Tauranga on the Warbirds Dakota...

Hunua Ranges

Orere Point

Western coastline of the Firth of Thames

Waihou River and Hauraki Plains

Hauraki Plains and Firth of Thames

Paeroa

Athenree

A bit difficult to sea... but packs of sawn timber from the Rena on the beach of Matakana Island

Mount Maunganui and Tauranga

Mount Maunganui

Mount Maunganui and Tauranga

Mount Maunganui

The ride for the day, Warbirds's DC-3 ZK-DAK at Tauranga on 28 January 2012.

Port of Tauranga on the flight home

Waihi Beach

New and Old Kopu bridges over Waihou River

Bouncing past Thames

Ponui Island

An amazing day, an amazing plane, an amazing flight and all at an amazing price. Thanks to the Warbirds Warbirds team.

For more on Warbirds' DC3 flights see http://www.nzwarbirds.org.nz/dakota/

25 years ago... January 1987

2012-01-25T10:11:00.000+13:00

From my collection a glimpse of the NZ airline aviation scene 25 years ago...

While there is talk at present of Air NZ dropping London, 25 years ago British Airways were still flying to NZ including a service to Christchurch. Boeing 747-200 G-BDPV taxis for departure on 2 January 1987. Photo : S Lowe

A rare visitor to Christchurch... Qantas Boeing 747SP at Christchurch on 8 January 1987. Photo : S Lowe

Fieldair Freight were operating DC-3 ZK-AWP... it is seen here landing on runway 29 at Christchurch on 29 January 1987. Photo : S Lowe

Over at Franz Josef skiplane Cessna 185 ZK-CKT was still carrying Mount Cook Line titles... as the fleet slowly rebranded as Mount Cook Airline with the blue, red and yellow stripes. Photo taken at Franz Josef on 17 January 1987 by S Lowe

Safe AIr titles were extended to read Safe Air Cargo as seen on Hawker Siddeley Argosy ZK-SAF at Christchurch on 24 January 1987. Photo : S Lowe

Ansett Newmans second Dash 8, ZK-NEZ, was in service... Photo taken at Christchurch on 26 January 1987 by S Lowe

...while Newmans Air's Dash 7 was ready to go to Eurocity Express as G-BNDC. Photo taken at Christchurch on 28 January 1987 by S Lowe

On the drive to Wanganui...

2012-01-24T15:35:00.000+13:00

A few days off and a few photos...

At Hamilton there were a couple of overseas registered aircraft, PNG registered Pacific Aerospace 750XL P2-BWC (above) and Cessna 650 Citation VH-ING below. Photos taken on 23 January 2012 by S Lowe

At Taumarunui Cessna 172 ZK-EJS was caught on take off while Fly My Sky's Hughes 500D ZK-HTN was enjoying a lazy summer afternoon. Photos taken on 23 January 2012 by S Lowe

At the Chateau Mountain Air's Cessna 206 ZK-DOV was waiting for a bus load of tourists. Photo taken on 23 January 2012 by S Lowe

At Wanganui Eagle Air's second All Black Beech 1900, ZK-EAK, was caught departing for Auckland. Photo taken on 23 January 2012 by S Lowe

A new one for me was a tri-cycle wheeled Maule, ZK-JQY (above) while (below) it was great to catch up on Cessna 172 ZK-DFI - it used to be on the fleet of Westland Flying Services (http://3rdlevelnz.blogspot.com/2010/04/hokitikas-westland-flying-services.html) when I was at High School. Photos taken at Wanganui on 23 January 2012 by S Lowe.

Also at Wanganui were the Aero Club's Piper Tomahawk ZK-FRS and Pitts Special ZK-PEG. Photos taken on 23 January 2012 by S Lowe.

Takaka Mustang

2012-01-23T10:29:00.001+13:00

A recent exotic visitor to Takaka was Cessna 510 Mustang ZK-LCA. Imported into NZ by the Lowe Corporation (no relation) it is now operated by Air Hawkes Bay. Golden Bay Air's Richard Molloy captured it on his cellphone...

Cessna 510 Mustang at Takaka in early January 2012. Photo : R Molloy

The Barrier Connection - Great Barrier Airlines Part 1

2012-01-22T02:09:00.002+13:00

The Creation of an Airline - the 1980s

In February 1983 Jim Bergman wrote a letter to the Great Barrier Island newsletter, the Barrier Bulletin, advising Barrier residents that “Island Air Services” had applied to the Air Services Licencing Authority for an Air Service Certificate to allow air charter, air taxi, scenic and joy riding flights from Great Barrier Island as well as a non-scheduled timetabled air service between Great Barrier Island and Auckland. At this stage Great Barrier Island was also served by the Auckland Aero Club which flew to both Claris and Okiwi and Sea Bee Air which flew into Tryphena, Whangaparapara and Port Fitzroy. In the months that followed the name was changed and Great Barrier Airlines Ltd was registered with Jim and Ruth Bergman, Chris Barlow, Niol Lockington and Gerard Rea as the shareholders.

Operations began on the 3rd of December 1983 with Jim Bergman the pilot on the first flight in his own Cessna 172M Skyhawk, ZK-DKH (c/n 17261709). with Jim and his wife Ruth, being the first pilots. For the first few weeks the fleet consisted of the 172 and a leased Cessna 206 Super Skywagon, ZK-DOV (c/n 206-0248). An eight-seater De Havilland DHA-3 Drover Mk 3A, ZK-DDD (c/n 5019) was introduced to the fleet in mid-January 1984. The company initially offered three flights a day. These departed from the company’s base at Ardmore and flew via Auckland International Airport to Claris. To launch the service Barrier-ratepayers were offered a 20% discounted introductory fares.

Great Barrier Airlines fleet number 1, Cessna 172 ZK-DKH. Photo taken at Auckland on 6 August 1984 by S Lowe

My first photo of a Great Barrier Airlines aircraft, leased Cessna 206 ZK-DOV taken at Hokitika on 15 April 1984 by S Lowe

De Havilland Australia Drover ZK-DDD taken at Ardmore on 19 May 1988 by I Coates

Timetable number 1, 3 December 1983

The cheap fares certainly helped and with a successful first summer behind them the Barrier Bulletin of March 1984 announced the company had purchased a Piper Pa32-260 Cherokee 6 ZK-CUV (c/n 32-673). The company also changed its flight plan with flights originating and terminating at Auckland International and calling at Ardmore as required.

Great Barrier Airlines' first Piper Pa32 Cherokee 6 ZK-CUV taken at Auckland on 1985. Photographer unknown

On the 1^st of July 1984 the Auckland Aero Club cut its air service to the Barrier. Aero Club officials acknowledged that their Great Barrier Service was, at best, only marginally profitable and generally running at a loss. An agreement was reached between the Club and Great Barrier Airlines whereby GBA made a goodwill financial payment to the Club and provision was made for GBA to lease two Aero Club Piper Cherokee 6 aircraft and have maintenance services made available. The take-over off the Aero Club service also gave Great Barrier Airlines the regular mail contract as well carrying basic provisions such as bread and milk. The take-over also enabled Great Barrier Airlines to operate to and from Okiwi as well as Claris. By August 1984 two direct, separate flights were offered each day from Auckland to Claris and Okiwi while, at the same time Ardmore was dropped as a pick-up or drop-off point.

One of the ex-Auckland Aero Club Cherokee 6s, ZK-ELK with ZK-CUV behind. Photo taken at Auckland on 6 August 1984 by S Lowe

By the end of the company’s first year the need was identified for an IFR-equipped aircraft. A Britten-Norman Islander, as Mount Cook Airlines had previously operated to the Barrier, was deemed to be the most suitable, and ZK-JSB (c/n 458), the first of many this aircraft type, entered service in December 1984. At the same time the company introduced a ground shuttle service between Claris Airport and Tryphena and Whangaparapara, two of the three Sea Bee Air destinations.

The first Britten Norman Islander ZK-JSB taken at Auckland. Photographer unknown. This colour scheme became the basis of the company's first attempt to have a standardised colour scheme and Piper Cherokee 6s ZK-CNS and ZK-DDF were repainted in this scheme. Below, ZK-DDF at Ardmore on 23 May 1998. Photo : S Lowe

When Air New Zealand reduced its service to Kaitaia Great Barrier Airlines saw an opportunity to spread its wings. On the 15th of January 1985 Great Barrier Airlines inaugurated an Auckland-Kaitaia service using either the Islander or a leased Piper Aztec, ZK-CUS. The northbound flight to Kaitaia operated after the last flight arrived from Great Barrier Island. The service operated northbound on Tuesday and Thursday evenings with the aircraft overnighting at Kaitaia and returning to Auckland early on Wednesday and Friday mornings in time to operate the first flight to the Barrier. While the service was ideal for Kaitaia business people, pressure from Air New Zealand led to the service being discontinued.

Piper Aztec ZK-CUS at Ardmore on 19 May 1985. Photo taken by I Coates

In mid-1985 Ardmore was once again added as an on-demand stopping point on the flights from Auckland to the Barrier. However, it was not until the 10th of December 1986 that Great Barrier Airlines really started to spread its wings. On that day it began operating a twice weekly service between Great Barrier Island and Pauanui and Tauranga. The flights operated on Wednesdays and Sundays with additional flights being scheduled on demand. December 1986 also saw Great Barrier Airline’s first attempt to fly into the new Reeve Airfield on Waiheke Island. The company was due to start a scheduled service to the Island on the 20th of December 1986 but the day before the Waiheke Council's Planning Committee denied them use of the Reeve Airfield.

The expanding network, iincluding flights to Pauanui and Tauranga and the Waiheke service which never really got off the ground. Timetable effective 10 December 1986.

In early 1986, Sea Bea Air looked at establishing a land-based operation. The general manager of Sea Bee Air, Murray Pope, announced to Great Barrier Airlines that Sea Bee Air were prepared to go into competition with GBA or to buy them out. Great Barrier Airlines chose a wait-and-see and attitude. Things looked ominous when later that year Sea Bee Air added a Piper Aztec and a Britten-Norman Islander their fleet. As an interim measure Great Barrier Airlines forestalled competition by leasing the Islander before a decision was taken by Great Barrier Airlines to sell out to Sea Bee Air in April 1987.

Refelcting the change of ownership... Islander ZK-FMS carrying both Sea Bee Air and Great Barrier Airlines taken at Koromiko on 14 May 1988 while on charter to Skyferry. Photo : S Lowe

Later that year the company looked again to Northland as a way of diversifying and have a broader economic base and it started a new air service between Auckland and Whangarei in competition with Air New Zealand and the Northland Districts Aero Club services. Flights left Whangarei Airport at 7.10 a.m. Monday to Friday with the return flight leaving Auckland for Whangarei at 5 p.m. on Sundays to Fridays. A 6.00 pm service on a Friday night positioned the aircraft back to Auckland. Flights were scheduled to start on the 2nd of August 1987 but lack of patronage led to the first flight being cancelled. The service was extended to include the Bay of Islands in October 1987.

Northern Advocate, 25 July 1987

Carrying "Northland and Island commuter" subtitles, Piper Aztec ZK-FMU reflects an expanded Great Barrier Airlines. Photo taken at Christchurch on 26 December 1987 by S Lowe

Part 2 of the Great Barrier Airlines' profile can be found here http://3rdlevelnz.blogspot.co.nz/2012/01/barrier-connection-great-barrier_29.html

Flying to Haast with NAC 60 years ago...

2012-01-20T09:49:00.000+13:00

From the archives... this article, from the Hokitika Guardian of 1 April 1952, shows a differnt way of flying and a different way of reporting

Under the National Airways Corporation's amended timetable, which came into operation yesterday, Dominie aircraft will now fly a thrice-weekly service to Haast, leaving Hokitika at 8 a.m. and returning at 11 a.m. Under this new timetable it will be possible for passengers leaving Haast to connect with all North and South Island services, including Auckland, Palmerston North, Blenheim, Nelson, Westport and Christchurch. Connections for the North Island leave Hokitika at 11.30 a.m. daily. This is part of a Coast-wide revision of aircraft schedules with which will be incorporated the N.A.C.'s decision to use Dominie aircraft as a feeder service to Westport, connecting there with Lodestars for Wellington. The Dominie has seating accommodation for six persons. An "as-required' service will be run to the smaller dromes of Whataroa and Franz Josef. Through the courtesy of the National Airways Corporation our reporter accompanied the aircraft on the initial flight to Haast and here gives some impressions or the trip. This was one day of the week I had no trouble getting out of bed. I had been looking forward to the trip for weeks but was a little crestfallen when I saw that the sky was overcast and visibility none too good for our journey. Our taxi picked us up - us being Mr R. Nossiter Traffic Manager of N.A.C. at Hokitika - and we arrived at the Hokitika Airport some 20 minutes before the aircraft arrived from the Southside Airfield. There were two passengers also bound for the Haast on a hiking trip so I spent the intervening time idly chatting to them while awaiting the plane. It arrived within minutes and after mail and stores had been stowed aboard and one or two formalities completed we were ready for the take-off. Our pilot for the trip was Captain F Molloy, veteran pilot of many spheres and skyways. Seated in a forward position with camera slung around neck and pad on knee, I took stock of my surroundings as we revved along the field and executed a perfect take-off. We made a half circle over the 'drome and then headed away towards the mist-shrouded south. Below Hokitika was still somnolent as we winged over the town; over the straggling ribbon-like threads of the Hokitika River as it went winding to meet the Tasman, breakers in a surge of snowy spray and spume. The sea was a dull grey in the chill morning air as we crossed the grassy tussocks and tree-clad slopes below... and so over the sea streaked here and there with patches of dirty brown, and watching the breakers incessantly pounding the log-strewn beach. And further back the dim blue, bleak outlines of the Southern Alps were just discernible as shadows through the veil of low-lying cloud and mist. Thin streams of smoke heralded our approach to Ross - almost before I had time to realise we were airborne; a few seconds over the township with its Lilliputian houses and a few curious faces cast skywards as our engines broke the still morning air. I say curious but this is only presumption on my part for the figures were but specks in the world below. The twin engines of the plane roared in a comforting cacophony of ease and power as on southwards we winged. The land below, I thought, has known comparatively little of man's exploitation... cut up by rivers, serried by lagoons and creeks and all held in the protective cradling lap of the mountain sentinels behind. A long crescent-shaped bay, bordered by almost virgin forest unfolded before our gaze, and below, with the sun striving to break through the cloud, the waters turn from dull grey to vivid green. And long tapering trails of seaweed turn the surface into a semblance of a giant’s palette. As we passed over of sheer bluff jutting out to sea we were caught in a series of air poc kets that tossed us up and down like a feather in a breeze, but this lasted for but a few seconds and the plane resumed her even tenor. We saw a lone sawmill below presenting a hive of activity. The forest here was cleared where the miller had taken his toll; cleared as if some mighty power had lain the timber low with a gigantic scythe. What a wonderful, fantastic patchwork landscape unfolded before us as we headed southwards. We crossed a river - I know not the name of it - that was so multifarious in its tributaries that its intricate byways formed a maze of sand and water. And bordering this, nestling amid the forest pines, a thousand and one lakes dotted the green of Mother Earth’s bosom like so many gems, reflecting the trees in their peerless depths. We hailed and farewelled the coast many times as our plane headed towards Haast; we passed over a bay with waters of an incredible green that surged up to the shore and then fell back in the never ending motion of the sea. The silent sentries that divide Westland and Canterbury caught the noise of the engines and echoed it back and forth across the lonely valleys and glens of their mountain retreat. We had completed over half our journey when we espied the Franz Josef Glacier and though visibility was still bad we managed to get a good look at its silent splendour… a waterfall frozen and crystallised in the aeons of time; a thing of beauty, coloured with hues that Titian himself could not have dreamed about, cascading down a cleft in the cliffs; a mecca of tourists the world over; an object of art created by the Supreme Artist that we mortals can only gaze and gasp in awe at its silent majesty. Truly it must be one of Westland's finest sights. The kaleidoscope of river and forest, mountain and stream moves swiftly before us. We came upon a magnificent three-mile-long beach of golden sand, unlittered with logs or flotsam, that many a capital city would be justly proud of and which terminated abruptly in a rocky promontory. But around the next point - only a stone's throw from this beach - was a bav studded with reefs and slime-covered rocks, a grim deterrent to coastal vessels that may drift too close. The pilot told me that around the next bay, known as Seal Point, we would see hundreds of seals basking in the surf. But whether they knew we were coming or not I do not know, for when we reached the spot there were only a few of the denizens of the deep disporting themselves on the shore. We were now within minutes of our destination and a thick white mist had almost completely enveloped the slopes below and we could only occasionally see a gaunt skeleton of a tree standing out like a silent wraith; the scene was one of melancholia and mournful meres. The Haast Airfield was now in sight and we circled around a hill that might have been a massive plum duff with snow like the proverbial white sauce running from its summit in straggling fingers of white. A small knot of people had gathered to meet the plane as we taxied into the refuelling point. The mail and stores were quickly unloaded and while the plane was refuelling I took the opportunity to chat to same workers in that lonely area. I remember thinking how they must look forward to receiving their mail and newspapers. Most of us are so accustomed to waking up and finding the paper on the doorstep, but I wonder how many of us realise what it means to the outback settlers who are so far removed from all the modern amenities we enjoy - and take so much for granted. It seemed to me also that this land has changed but little since the dawn of time but now with the advent of a fast convenient air service linking the "outback" with civilisation the next decade may well prove and shape the future of South Westland -- the "Cinders" of the "Cinderella" province.

Nice Evening at North Shore...

2012-01-18T22:01:00.000+13:00

On the airline scene...

Great Barrier Airlines' BN Islander ZK-FVD arrives home. Photo taken at North Shore on 18 January 2012 by S Lowe.

Sunair Cessna 172 ZK-DHN made a brief visit. Photo taken at North Shore on 18 January 2012 by S Lowe.

Gippsland Airvan ZK-MAB on Salt Air's evening service to Whangarei and Kerikeri. Photo taken at North Shore on 18 January 2012 by S Lowe.

On the rotary side

North Shore Helicopters' Kawasaki BK117 ZK-HNB. Photo taken at North Shore on 18 January 2012 by S Lowe.

Cessna 150 Zk-CXL on a touch and go. Photo taken at North Shore on 18 January 2012 by S Lowe.

Another Cessna 150 in the circuit... Zk-ERO. Photo taken at North Shore on 18 January 2012 by S Lowe.

American Champion Citabria ZK-REF was also in the circuit... Photo taken at North Shore on 18 January 2012 by S Lowe.

while IRD-type did a touch and go... Ardmore Flying School's ZK-TAX. Photo taken at North Shore on 18 January 2012 by S Lowe.

Vans RV-7 ZK-DES was a new one for me... Photo taken at North Shore on 18 January 2012 by S Lowe.

The last time I saw ZK-DES it looked like this...Photo taken at North Shore on 26 February 2010 by S Lowe.

...and that DES now has a new registration. Cessna 172 ZK-OWN taken at North Shore on 18 January 2012 by S Lowe.

The original ZK-DES, Mount Cook Airlines' Hawker Siddeley 748 at Mount Cook on 23 January 1988. Photo : S Lowe

Auckland Arrivals

2012-01-16T22:53:00.000+13:00

Out at Auckland this evening I caught up with a couple of Air NZ's new jets which I didn't have and one or two others...

Great Barrier Airlines' BN Trislander ZK-LGC hasn't been doing a lot of flying this summer but it was on duty this afternoon. Photo taken at Auckland on 16 January 2012 by S Lowe

A much better shot of the new All Black Airbus 320 ZK-OJR. Photo taken at Auckland on 16 January 2012 by S Lowe

First of the new ones for me, the latest Airbus 320, ZK-OJS. Photo taken at Auckland on 16 January 2012 by S Lowe

Boeing 777-200 ZK-OKH. Photo taken at Auckland on 16 January 2012 by S Lowe

And the one I was really chasing, Boeing 777-300 ZK-OKP. Photo taken at Auckland on 16 January 2012 by S Lowe

The North Shore Aero Club's Barrier Service

2012-01-15T01:16:00.002+13:00

The North Shore Aero Club was formed in the early 1960s as an offshoot of the Auckland Aero Club. Land was bought for an aerodrome at Dairy Flat in 1963, the purchase being financed by debentures raised among club members and flying started in 1964.

By the late 1970s the Aero Club operated a regular, on-demand air taxi service from Dairy Flat to Great Barrier Island under the club’s aerial work licence under the North Shore Air Charter banner and using 2 Cessna 172s, 2 Cessna 177 Cardinals, a Cessna 206 and a Piper Cherokee Six. Later aircraft included a Piper Cherokee 180, Cessna 182 and Partenavia. In these days the competition was the Auckland Aero Club and more expensive Mount Cook Airlines/Sea Bee Air amphibious service so a service from the North Shore was a viable alternative. On busy days the Club operated as many as 7 daily return trips to both Claris and Okiwi airfields.

Barrier Bulletin, November 1982

Cessna 172 ZK-DXI at North Shore on 24 May 1988. Photo : S Lowe

Cessna 206 ZK-EJG at the Palmerston North air show on 19 January 1986. Photo S Lowe

Two shots of Piper Cherokee Six ZK-EKS at North Shore - above on 1 November 1986 and below on 24 May 1988. Photos : S Lowe

In late 1983 new competition appeared on the Great Barrier run in the form of Great Barrier Airlines. While the competition, which operated from Ardmore and Auckland, did not effect Air North Shore, it did have a serious impact on the Auckland Aero Club’s NZ Air Charter service which ceased on the 1st of July 1984. The following month, in August 1984, the North Shore Aero Club rebranded its air transport division as Air North Shore and by December that year had picked up the NZ Post Office mail contract to the island and for some years operated a mail flight to the island from North Shore Airport on Mondays, Wednesdays and Fridays in addition to its other flights.

Barrier Bulletin, September 1984

Barrier Bulletin, December 1984/January 1985

Two of the later aircraft. Above, Cessna 182 ZK-FGY at North Shore on 1 November 1986 and below Partenavia ZK-ERA on 24 May 1988. Photos : S Lowe

Eventually the mail contract was loss and the introduction of fast ferries on the Auckland to Great Barrier route also eroded Air North Shore’s business and the Great Barrier service became a much smaller part of the Aero Club operation. In 1993 the North Shore Aero Club restructured their activities and sold the Great Barrier air service and commercial air charter work to John Dale who operated as New Zealand Air Services Ltd.

More Norfolk Island Flights for Air New Zealand

2012-01-14T09:07:00.001+13:00

This is something I missed out on that came out just before Christmas... Air New Zealand picking up the Sydney-Norfolk Island and Brisbane-Norfolk Island services. To this end Airbus 320 ZK-OJK will return to New Zealand from its lease to the Brazilian airline TAM early next month and will appear for the first time in Air New Zealand colours. It had previously operated for Freedom Air.

Freedom Air Airbus 320 landing at Christchurch on 21 June 2005. Photo : S Lowe

Air New Zealand has been selected by the Australian Government to operate air services from both Brisbane and Sydney to Norfolk Island. Air New Zealand Group General Manager Australasia Bruce Parton said the airline was delighted to have won the recent Government tender to operate the services. "Air New Zealand has a significant presence in the Tasman market and has a long and well-established relationship with the people of Norfolk Island, having been a trusted air service provider to customers there since 1947," he says. The Australian services will complement Air New Zealand's weekly services between Auckland and Norfolk Island. "Air New Zealand will now be flying five days a week into Norfolk Island from either Australia or New Zealand, with services on Monday, Tuesday, Friday, Saturday and Sunday." Mr Parton says the new services, utilising a 168 seat A320, are a good fit into the airline's short-haul schedule. "We are excited about the opportunity to deliver our award-winning, uniquely Kiwi experience to customers who will be travelling with us between Australia and Norfolk Island." Mr Parton hopes the new services will provide a tourism boost to Norfolk Island, which is famed for its natural beauty and fascinating history. "Another benefit for our customers and Norfolk Island Tourism is our ability to offer dual destination travel - for example, Australian travellers will now be able to choose to visit both Norfolk Island and New Zealand on the same itinerary." "We're also able to leverage our strong distribution platform in Australia to assist with the ongoing promotion of Norfolk Island as a destination, and are looking forward to working closely with Norfolk Island Tourism to support these services." Air New Zealand will initially operate two services per week between Sydney and Norfolk Island (on a Monday and Friday) and two a week between Brisbane and Norfolk Island (Tuesday and Saturday), with services to commence on 2 March 2012. Mr Parton is confident that there is good opportunity for Air New Zealand to build on the proposed schedule and deliver additional services during busy tourism months. "We will certainly look at operating additional services during peak seasons and adjusting our capacity as appropriate to meet ongoing demand," he says. Customers will be able to select from Air New Zealand's innovative Seats to Suit product which enables customers to tailor their travel according to their needs. Four fare product offerings include Seat only, a Seat and checked bag, The Works (which includes inflight entertainment, meals and drinks) or Works Deluxe, which adds in premium check in, priority baggage, lounge access where available, an additional checked bag, and a guaranteed empty seat next to you in the air.

Proposed schedule:

Sydney-Norfolk Island (Monday and Friday) depart 0935 arrive 1240
Norfolk Island-Sydney (Monday and Friday) depart 1340 arrive 1610

Brisbane-Norfolk Island (Tuesday and Saturday) depart 1010 arrive 1400
Norfolk Island-Brisbane (Tuesday and Saturday) depart 1500 arrive 1610

Source : http://www.airnewzealand.co.nz/press-release-2011-airnz-provide-services-from-bne-syd-to-nlk

Blackbird Arrives... Air New Zealand's newest Boeing 777-300 at Auckland

2012-01-12T10:11:00.004+13:00

Touchdown... Air New Zealand's new Boeing 777-319ER, ZK-OKQ (c/n 40689), touches down at Auckland after its delivery flight from the US. Photo taken on 12 January 2012 by S Lowe

On the taxi down to number 2 hangar... Photos taken on 12 January 2012 by S Lowe

A little before it arrived Eagle Air's Beech 1900 ZK-EAG taxied down to number 2 hangar to check out his new big brother... Photos taken on 12 January 2012 by S Lowe

Black Eagle Up and Away

2012-01-10T12:21:00.000+13:00

ZK-EAG taxis at Auckland on departure to Gisborne. Photo taken at Auckland on 10 January 2012 by S Lowe

Eagle Air's first All Black Beech 1900D positioned from Hamilton to Auckland this morning and operated its first flight in the black scheme as NZ2151 to Gisborne. A few features of the scheme compared to the Airbus 320s; the large koru, the "Link" titles moved to the front passenger door, the white engine cowlings (enabling the cowlings to be swapped between aircraft) and the "Operated by Eagle Airways Ltd" titles under the pilots windiw.

A second Beech, ZK-EAK, is currently in the paint shop.

Redevelopment approval for Waiheke airfield

2012-01-10T01:07:00.000+13:00

After five years of legal wrangling a Dubai-based Emirates airline pilot has got the final go-ahead to buy and redevelop Waiheke Island's only airfield. The Overseas Investment Office has granted Neil Greer permission to acquire the property. The nine hectares of land, sold to Greer for $2.64 million, encompass the only airfield on the island available for commercial and private operations. The OIO was understood to have taken retrospective action after Greer bought the property in 2007. However, the field on a ridge near Onetangi remains just that – with one hangar and a small office. It is a long way off the originally proposed $10m resort, which included plans for 26 visitor accommodation units, 11 aircraft hangars, a terminal and a coffee shop. Heliscene pilot Terry Easthope, whose company leases the airfield, said he was unaware of any imminent activity. Greer's protracted legal battle with the now defunct Auckland Regional Council cost his company more than $200,000. The regional council refused soil and water permits, and appealed against land consents granted by the former Auckland City Council. In February 2010 the Environment Court granted permission to develop the resort, and the regional council was ordered to pay almost $100,000 in costs to the company. However, that payment was slashed by $48,000 after an appeal to the High Court. Waiheke residents also opposed the development when it was first mooted in 2007. Greer could not be reached for comment.

Source : http://www.stuff.co.nz/business/6219423/Plan-for-Waiheke-airfield-grows-wings

For a history of the development of Stonyridge and Reeve airfields see...
http://3rdlevelnz.blogspot.com/2011/08/tale-of-two-airfields-stonyridge-and.html

This post was part of a series of posts on the different air services to Waiheke...
http://3rdlevelnz.blogspot.com/2011/08/a....d-index-of.html

Good luck to the new owner.

Out at Auckland Tonight

2012-01-09T21:04:00.000+13:00

AMy first trip to Auckland International this year was quite fruitful...

First up was Air New Zealand's second All Black Airbus 320 ZK-OJR... Taken at Auckland on 9 January 2012 by S Lowe

Making its first visit to Auckland (???) was Garden City Air Exec's Nelson-based King Air ZK-FDN. Taken at Auckland on 9 January 2012 by S Lowe

Boeing 737-4Q8 N709AG arrived in the country yesterday for Airwork... it carries the rego TLF on the nose wheel door so one suspects it is destined for Toll in Australia. Taken at Auckland on 9 January 2012 by S Lowe

Also in a phorographable position was Airwork's New Zealand machine, Boeing 737-3B7. Taken at Auckland on 9 January 2012 by S Lowe

Black Beech Unveiled

2012-01-09T17:47:00.001+13:00

The first of three Eagle Airways Beech 1900D's to wear the Air New Zealand "All Black" scheme has been rolled out and test flown at Hamilton 09 January. ZK-EAG carried out engine runs and a test flight this afternoon and will enter service 10 January with ZK-EAK the next 1900D to exit the paint facility at Hamilton later this month.

Thanks to Sean W for these great shots.

Experience the Difference - Air National's Great Barrier Express

2012-01-08T06:52:00.005+13:00

Occasionally, after I do a post I get some comments, corrections and additions. These are always much appreciated as often I have to make a guess-timate from scant information and I try to be as historically accurate as possible. For this week's Sunday airline profile I am grateful to Air's Monique van Dooren for correcting my earlier post and giving additional information on the launch of Great Barrier Express.

In 1995 National started taking a keen interest in Tikapa Air. This airline, started by Monique Van Dooren in 1992, offered a twice daily air service between Great Barrier Island and Auckland using a Cessna 177 and, during the 1994/95 summer a Piper Cherokee 6. Monique was aware the service she had built up needed further expansion and, at the same time, Air National were impressed with what Monique was doing and how she was doing it. As their GAF Nomad wasn’t doing much Air National suggested they could work together with Tikapa Air. Monique was interested. Her airline was well established and at the time she could see the advantages of it being a mutually beneficial arrangement. As a result, Air National and Tikapa Air merged together to launch Great Barrier Express. Monique, along with Air National, managed the project and integration of the service. A ‘hand over’ wine and cheese evening was organised on Great Barrier Island at the Claris Club for residents and local businesses and the merger was introduced and explained. On the 6th of October 1995 Air National commenced Auckland-Great Barrier Island flights under the name Air National Great Barrier Express with its GAF N24A Nomad ZK-ECN (c/n N24A-42) with Monique joining Air National as a Nomad pilot.

Carrying Great Barrier Express titles GAF N24A Nomad gets airborne from Dairy Flat on 11 March 1996. Photo : K Paterson

The company, inviting islanders to “experience the difference” promoted itself as offering new standards of quality and safety of airline service, noting it was the only airline offering Great Barrier Island an “all two engine” airline fleet and the only operator to offer a multi-engine turbo prop. The company initially offered between two or three flights a day to Claris with three flights a day being scheduled for the summer season.

The Advertising War Begins... A full page timetable feature in the Barrier Bulletin, October 1995

The November 1995 issue of the Barrier Bulletin carried a review of Air National’s service delighting that the new airline offered “treats” en route. The reporter wrote, I had the chance to catch a flight with Air National last month. Reg brought the three of us up to the airfield and was as cheerful as ever. The plane already waited for us, and we could choose a seat in the spacious 15-seater. To our great surprise Carlie came along with a tray full of snacks and orange juice to choose from. I unpacked my camera because l noticed, to my delight, the windows were clean. The plane swiftly took off, exactly on time. The trip seemed very short, maybe because of the interesting journal in front of my seat (and every seat).

Another full page advertising feature exhorting the locals to experience the difference - Barrier Bulletin, November 1995

The arrival of Air National on the Great Barrier route was a major challenge for Great Barrier Airlines. The later arrival of Northern Air put pressure on all three airline and fares dropped as low as $90 return. While the islanders delighted in the reduced fares the airlines were struggling. Reflecting on the competition in the February 1997 issue of NZ Wings Great Barrier Airlines’ Mark Roberts said “The problem with the Barrier is that everybody's trying to make a full year's profit out of the four summer months. Air National was our most serious competitor. They did a very good job, with very good aircraft, and started the practice of pilots wearing ties to the Barrier, which we've kept up.”

Great Barrier Airlines strikes back #1 - with its own full page advertising - anyone can promise you the best service. Barrier Bulletin, November 1995

Great Barrier Airlines strikes back #2 - Not to be out done with the turboprop Nomad, GBA reintroduces their larger Twin Otter turboprop. Barrier Bulletin, December 1995

Despite the low fares and high standards Air National was offering the competition was such that Air National were not filling the 15 seat Nomad and so they leased Partenavia P68B ZK-PFT (c/n 42) from Parakai Aviation. The losses mounted, even with the use of the much smaller Partenavia, and Air National finally decided to withdraw from the Barrier run in October 1996, some 12 months after commencing the service to the island. Great Barrier Airlines bought from Air National, at some expense, the trading name Great Barrier Xpress and Express. This trading name was to be a future source of conflict with a later competitor for Great Barrier Airlines, Mountain Air.

Parakai Aviation Partenavia, ZK-PFT, at Parakai on 28 November 1996. Photo : S Lowe

So ended Air National’s only foray into an airline service in its own right. It returned to its core charter and corporate work and offering back up and additional capacity for New Zealand’s major domestic carriers.

Hokitika - Index of Posts

2012-01-05T10:19:00.001+13:00

Hokitika holds the honour of being served by a domestic air service the longest of any town/city in New Zealand. Being my home town, it also has a special interest for me. I have already done some posts on air services through Hokitika and I intend to fill in the gaps over the next 12 months or so.

I would be most grateful for any information, photos, stories you might have about air services through Hokitika and, after they are posted, corrections and omissions to me at westland831@yahoo.co.nz - Thanks, Steve

Air Travel (NZ)

Cook Strait Airways

National Airways Corporation (NAC) – De Havilland Days

National Airways Corporation (NAC) – From Dakotas to Friendships

West Coast Airways
http://3rdlevelnz.blogspot.com/2011/06/west-coast-airways-last-airline-to.html

Rex Air Charter http://3rdlevelnz.blogspot.com/2011/04/rex-air-charter-west-coast-service.html

Mount Cook Air Services

http://3rdlevelnz.blogspot.com/2011/02/south-westland-skiplane-air-service.html

Air New Zealand

Westland Flying Services http://3rdlevelnz.blogspot.com/2010/04/hokitikas-westland-flying-services.html

Air Nelson

Eagle Air

Kaikohe - Index of Posts

2012-01-05T10:13:00.000+13:00

Kaikohe was one of NAC’s early destinations and was the only centre that NAC served that lost its air service when the DC-3s were withdrawn. Later, Kerikeri was to become the airport for the mid-North, however, Kaikohe has had its share of interesting operators. Recording the history of operators through Kaikohe is a long term project and I still in the process of gathering material. I would be most grateful for any information, photos, stories you might have about air services through Kaikohe and, after they are posted, corrections and omissions to me at westland831@yahoo.co.nz - Thanks, Steve

NAC

Executive Air Travel

Northland Airways

Coastal Airways

Geyserland Airways

Air North

Nationwide Air

NZ Air Charter

UPA

Mid North Air

Trans North Air

Gisborne - Index of Posts

2012-01-05T10:06:00.000+13:00

Gisborne's geographical isolation has meant it has had a rich and varied airline history with some 39 operators running a regular air service to our most eastern city. Many of these are air services were courier operations which followed in the footsteps of Dominion Airways, Gisborne Air Transport and East Coast Airways operating between Napier and Gisborne. There have also been numerous operators that have from Rotorua to Gisborne flying the NZ Herald and a number of operators that have flown to Hamilton after NAC withdrew from that route. While I do not intend do a systematic series of postings on these air services I hope over an extended time to fill in the gaps on some of these operations listed below with their start date into Gisborne.

As always I would be most grateful in information, photos, stories and, after they are posted, corrections and omissions to me at westland831@yahoo.co.nz - Thanks, Steve

1930 - Dominion Airways

1931 - Gisborne Air Transport

1935 - East Coast Airways

1938 - Union Airways

1946 - National Airways Corporation

1957 - Marshall Air Transport

1957 - Petersen Aviation

http://3rdlevelnz.blogspot.com/2010/11/petersen-aviation-wairoas-first-air.html

1958 - Cookson Airspread

http://3rdlevelnz.blogspot.com/2010/12/wairoas-cookson-airspread-part-1.html

and

http://3rdlevelnz.blogspot.com/2010/12/wairoas-cookson-airspread-part-2.html

1961 - South Pacific Airlines of New Zealand

1967 - Sky Travel (NZ)

1969 - Midland Air Services

1970 - Geyserland Airways

http://3rdlevelnz.blogspot.com/2010/04/geyserland-airways.html

1970 - Hawke's Bay and East Coast Aero Club http://3rdlevelnz.blogspot.com/2011/01/wairoas-sunday-paper-service.html

1972 - Air North

1972 - Eastern Airlines

1973 - Akarana Air

http://3rdlevelnz.blogspot.com/2010/07/who-was-akarana-air.html

1974 - Mercury Air Couriers

1977 - Air Central

1978 - Air New Zealand

1978 - Nationwide Air

1984 - Eagle Air

1984 - East Air

1987 - N B MacDonald Services

http://3rdlevelnz.blogspot.com/2011/01/n-b-macdonald-services.html

1990 - Air Nelson

1991 - Air Rotorua

1991 - Associated Air

http://3rdlevelnz.blogspot.com/2010/05/associated-air-paraparaumus-friendly.html

1993 - Air Napier

http://3rdlevelnz.blogspot.com/2011/02/air-napier-only-airline-flying-to.html

1993 - Kiwi West Aviation

1993 - United Aviation

http://3rdlevelnz.blogspot.com/2011/01/united-aviation-late-1990s-lower-north.html

1995 - Tyrrell Aviation

1997 - Air Wellington

1997 - Aotearoa Airlines

1997 - Lakeside Aviation

1997 - Sunair

http://3rdlevelnz.blogspot.com/2011/02/sunair-still-shining-25-years-on.html

1997 - Te Kaahu Airlines

1997 - Vincent Aviation

http://3rdlevelnz.blogspot.com/2011/01/vincent-aviations-east-coast-service.html

1999 - Air Freight (NZ)

http://3rdlevelnz.blogspot.com/2011/02/air-freight-nz-ltd-21-this-year.html

and

http://3rdlevelnz.blogspot.com/2011/02/air-freights-east-coast-aztecs.html

2001 - Scott Air

2005 - Air Discovery

http://3rdlevelnz.blogspot.com/2011/10/air-discovery-your-schedule-your.html

A long time ago, in the days before internet flight booking...

2012-01-02T17:36:00.000+13:00

Westport is to be the hub of a West Coast airline communications setup, a spokesman for NC said yesterday. The corporation has approved a new and improved communications system linking the company’s office in Westport with the Greymouth, and Hokitika agencies. A leased direct telephone Circuit will not only improve reservations procedures and methods of communications at these points, but also Link in with the facilities required when the Dorac System (computerisation reservations system) is introduced in 1970-71, one requirement being, the limiting of the number of principal agents connected to the teleprinter network to assist in maintaining the discipline and control necessary for accurate input to the computer. The N.A.C. teleprinter, in the Union Steam Ship Company’s, Westport office, will serve as the direct link with NAC's Christchurch relay station linking with the New Zealand-wide network. Reservations facilities available at Westport are the same as at any N.A.C., branch, namely full "sell and record" facilities for an N.A.C. services throughout, New Zealand. Hokitika and Greymouth agents have no permanent communications connection to the N.A.C. network, reservations being made through Westport on daily fixed time toll calls over the normal Post Office circuits or, sometimes, by the agents Concerned by toll call with Christchurch at the passenger's expense. Hokitika also, can use the D.C.A. (Department of Civil Aviation) network for Class B (reservation) messages. All these will be eliminated by the new system, and at a slightly lower cost to N.A.C. Country clients will save on toll calls and will be able to secure immediate reservations unless the required flight is nearly fully booked, when slightly more time will required to secure a reservation. Altogether nine different communications systems Were considered, the finally decided set-up being found to be the superior system, especially as It provides a better and more economic communication With N.A.C., Nelson for administrative and operations procedures.

Westport "News" 26 March 1968

Fly the Gulf - Tikapa Air

2012-01-01T06:18:00.003+13:00

Tikapa Air, Great Barrier Island’s only locally owned airline, was established by 21 year old Great Barrier resident Monique Van Dooren in 1992. Originally the company was going to be called Sky Venture, connecting it to Monique’s parents’ enterprise Aquaventure Scuba Diving. Instead, at the suggestion of an elderly Maori woman from Katherine Bay. the airline was named Tikapa Air after Tikapa Moana the Maori name for the Hauraki Gulf. Monique had her taste for flying when her mother arranged a trial flight for her. Thoughts of going teaching were put aside in favour of a career in aviation and, in January 1992, equipped with a commercial pilot’s licence and Cessna 177B Cardinal ZK-DAN (c/n 17701528) Tikapa Air began operating offering air charter and flightseeing services from Claris airfield. A Monday Great Barrier Island to Auckland return service was also offered in the first few months. This service, which went over in the morning and returned in the late afternoon allowed islanders a whole day for business or shopping in the city. An office was established at Claris airfield in April 1992 and this lifted the company’s profile.

Barrier Bulletin, January-February 1992

Barrier Bulletin, April 1993

By mid-1993 Tikapa Air was flying an on demand service to Auckland most days and in November 1994 a regular service was established in competition with Great Barrier Airlines. Summer 1994/95 saw the hire of Piper Pa32-300 Cherokee Six, ZK-WGO (c/n 32--7340146) to meet the growth in traffic.

Tikapa Air timetable, Summer 1994/1995

Tikapa Air's Cessna 177 Cardinal ZK-DAN boarding for Great Barrier Island at Auckland on 7 September 1995. Photo : F B Gavin

Some years before its use on the Barrier run, Cardinal ZK-DAN at Timaru on 25 March 1987. Photo : S Lowe

By 1995 Tikapa Air had become bigger than Monique had ever anticipated with two daily return flights being offered. While, for most of the year she worked alone, she recognised that, for the best interests of the local community and the future of the Island, the operation needed a major expansion and a larger aircraft.

Barrier Bulletin, January 1995

At this time Air National had, over a period of months, taken a keen interest in Tikapa Air. They were impressed with what Monique was doing and how she was doing it. As their GAF Nomad wasn’t doing much Air National suggested they could work together with Tikapa Air.

Monique was interested. Her airline was well established and at the time she could see the advantages of it being a mutually beneficial arrangement. As a result, Air National and Tikapa Air merged together to launch Great Barrier Express. Monique, along with Air National, managed the project and integration of the service. A ‘hand over’ wine and cheese evening was organised on Great Barrier Island at the Claris Club for residents and local businesses and the merger was introduced and explained. Great Barrier Express was launched on the Auckland–Great Barrier Island route on the 6th of October 1995 using GAF N24 Nomad ZK-ECN with Monique joining Air National as a Nomad pilot whereupon Tikapa Air ceased to operate and the Cessna 177 Cardinal, was sold.

Barrier Bulletin, December 1995

People Included:
Monique van Dooren (Owner and Chief Pilot)
Annemarie Bensemann (Pilot)
Nick Mitchell (Pilot)
Luke Southall (Pilot)

Piper Cherokee 6 ZK-WGO was used by Tikapa Air during the summer of 1994/95. It is seen here being used by Glenorchy Air at Milford Sound on 14 September 1997. Photo : S Lowe

Eagle Air's All Blacks Beech 1900s - Coming soon to a town near you...

2011-12-31T08:42:00.000+13:00

I've heard of the grapevine that the first of Eagle's Beech 1900Ds is in the Hamilton paint facility getting the "All Black" paint scheme applied. ZK-EAG is expected to be in service on the 9th of January with a second one following later in the month. A third All Black Beech 1900D is expected to be in service in the second quarter of 2012 due to time constraints.

Given the New Years Honours List perhaps EAG might also be named "Sir Graeme Henry" and the next one "Not Yet Sir Richie McCaw."

The Year Has Flown 1961

2011-12-31T03:33:00.001+13:00

From the NAC Skylines newsletter of 50 years ago, in 1961...

I hope 2011 was a good year for you and that 2012 will be even better.

Mount Cook Airlines - 50 years of scheduled services last month...

2011-12-30T06:20:00.000+13:00

I missed last month's 50th anniversary of Mount Cook Airlines scheduled airline operations. Services began on the 6th of November 1961 with three flights a week being operated from Christchurch on a Monday, Wednesday and Friday to Mount Cook, Queenstown, Te Anau and Manapouri. The Mount Cook lily became such a familiar sight in New Zealand skies and are sadly missed. Wouldn't it be great to see one of the new ATRs in full Mount Cook colours, but then, we don't even know if Mount Cook Airlines will operate them. The event of November 1961 was recorded in the NAC Skylines newsletter of that month.

Retired British Airways Concorde G-BOAG

2011-12-29T14:02:00.000+13:00

Friends visited the Museum of Flight in Seattle recently and took these nice pics of retired British Airways Concorde G-BOAG...

All photos taken in Seattle on 3 October 2011 by I Young

25 years ago... December 1986

2011-12-26T04:38:00.000+13:00

From the archives...

Mount Cook Airline's Hawker Siddeley 748s added colour and that wonderful Rolls Royce Dart engine sound to the NZ aviation scene... Christchurch, December 1986. Photo : S Lowe

The Pegasus was airborne... Newmans Air operated their two De Havilland Canada Dash 7s up and down the country. One overnighted at Christchurch each night... Above, ZK-NEW arriving home at Christchurch on 9 December 1986 and below ZK-NEX on 10 December 1986. Photos : S Lowe

http://3rdlevelnz.blogspot.com/2010/02/newmans-air-it-began-25-years-ago-this.html

However, the Dash 7, the Pegasus and the Newmans name were soon to leave New Zealand skies. The arrival of the first De Havilland DHC-8 Dash 8 Series 100 ZK-NEY in Christchurch on 15 December 1986 sporting Ansett Newmans titles, pictured above, signalled the beginning of the end. Photo : S Lowe

Keeping with the De Havilland flavour of the month, Greymouth based Coast Air's days of operatind De Havilland Canada Twin Otter ZK-OTR (pictured above at Christchurch on 14 December 1986) were about to end. A week later Piper Navajo ZK-JGA was on the run (below). Photo taken at Greymouth on 21 December 1986. Photos : S Lowe

http://3rdlevelnz.blogspot.com/2010/07/westlands-commuter-airline-coast-air.html
http://3rdlevelnz.blogspot.com/2010/07/coast-air-part-2.html

Air Services to Waiheke Island - Index of Posts

2011-12-26T01:03:00.001+13:00

The new Waiheke Air

2011-12-25T06:42:00.001+13:00

Waiheke Air (2002) Ltd was established by Michael Maguire and Cees van Heemert to operate the air service previously operated by Waiheke Airservices, which was later rebranded as Waiheke Air. This company had been grounded by the Civil Aviation Authority in 2001. As part of the airline’s bid for a new licence the company was required to restructure. Part of that process was to fill more positions on the airline board. Cees van Heemert was appointed as chief executive and positions were established to oversee quality control and maintenance.

The “new” Waiheke Air operated more as a charter and scenic flight operator, though it did offer a twice daily scheduled service to Great Barrier Island. Fares to Great Barrier Island were advertised on a per seat while flights to Auckland and destinations on the Coromandel Peninsula were flown on request, with differing fares being listed which were dependent on if just one person was flying or when two or more were flying.

In January 2005 Waiheke Air was grounded, this time after the chief pilot left the company. Without a replacement for the position, compulsory under Civil Aviation Authority rulings, Waiheke Air had no choice but to inform the Authority, and the CAA had no alternative but to ground the airline. For a time Mountain Air filled in the gap but the short runway at Waiheke was considered “difficult” for their Aztecs and Islanders. At the time of the grounding Cees Van Heermert told the Gulf News that “while operational requirements had technically grounded the company, the business was only just viable.” Attempts to find a replacement chief pilot were unsuccessful and by May 2005 the company had disbanded and surrendered its licence to the Civil Aviation Authority.

Aircraft used:

ZK-EJG Cessna U206G Stationair (c/n U20603549)

See : See : http://jetphotos.net/viewphoto.php?id=300720&nseq=1

ZK-PRF Cessna 172M Skyhawk II (c/n 17262667)

Cessna 172 ZK-PRF, taken at 13 October 2007. Photo : S Lowe

Jetstar-ring to Queenstown

2011-12-23T07:11:00.000+13:00

Qantas offshoot Jetstar has begun flying into Queenstown from Wellington and Sydney, with packed flights of Christmas holidaymakers. The airline reported that today's inaugural flights from the capital and Sydney are almost sold out. Jetstar Australia and New Zealand chief executive David Hall, who was in Queenstown to welcome the flights, said it was part of an increased commitment to the region since starting services there two years ago. Queenstown has been one of Jetstar's growth destinations, with the airline carrying more than half a million domestic and international passengers there in its last financial year. The airline operates 30 weekly return services to Queenstown, and with passenger numbers up 25 per cent last year, it has also recently added a weekly service from Melbourne and two extra weekly flights to Auckland. ''In total, these services have the potential to bring an additional 180,000 additional travellers into the region each year,'' Mr Hall said. The Wellington-Queenstown service will be daily and the Sydney link will run on weekdays, the airline said.

Source : http://www.stuff.co.nz/southland-times/news/6186414/Low-cost-link-to-Wellington

Much Better Reporting of Wellington Airport Incident

2011-12-22T15:02:00.000+13:00

Well done to the Dominion Post... Simply written - no drama to a routine situation.

Emergency services were called out to Wellington International Airport after a plane was thought to have problems with its landing gear. The Air New Zealand plane successfully landed at 1.29pm. Several police cars and the fire service attended the emergency callout to Wellington Airport, after the pilot on the plane - with 60 people on board - reported difficulties with dropping one of the wheels. However, the NZ5046 flight from Christchurch to Wellington landed without any issues and the aircraft was now being checked, an Air New Zealand spokesman said.

Source : http://www.stuff.co.nz/dominion-post/news/6179628/Emergency-callout-at-Wellington-Airport

3 new pics at North Shore

2011-12-21T06:37:00.001+13:00

Resident Cessna 182R Skylane on the taxi at North Shore on 20 December 2011. Photo : S Lowe

Yakovlev Yak-18T ZK-SSR was busy in the circuit. Photo taken at North Shore on 20 December 2011. Photo : S Lowe

Cessna 152 ZK-ZGR on the taxi back to the hangar after its day out. Photo taken at North Shore on 20 December 2011. Photo : S Lowe

Bay of Plenty Airways - Its Place in NZ's Aviation History

2011-12-20T06:00:00.008+13:00

Bruce Gavin continues reflecting on Bay of Plenty Airways and, in particular, its place in New Zealand's aviation history.

Bay of Plenty Airways Limited (1958-1961), including its predecessor Tauranga Air Services Limited (1956-1958), was a significant small airline in New Zealand’s aviation history for a number of reasons. Formed in the 1950s through the drive and hard work of Tauranga resident, A.W. ‘Alf’ Bartlett who saw that Tauranga, Rotorua and Whakatane were poorly served by air transport. Several Bay of Plenty residents supported his initiative and invested in the company. The airline built up tremendous local support with its provision of fast frequent air services from these three centres (and also Opotiki for a short time), to Auckland and later Wellington. In the end the airline suffered tragedy, including the death of founder Alf Bartlett, when the Aero Commander aircraft ZK-BWA broke up in the air over Mount Ruapehu on 21 November 1961.

The airline deserves recognition for many reasons, including:

The company was the first private New Zealand regional commuter airline to operate fast frequent multi-sector commuter air services that allowed Bay of Plenty people the opportunity to spend a business day in Auckland and return home the same day. The service also allowed Auckland people to commute to the Bay of Plenty and return the same day.

The airline greatly increased the ‘airmindedness’ of Bay of Plenty people and led to the faster development of airports at Rotorua and Whakatane.

It was the first private airline to provide sustained all-weather operations using modern twin-engine aircraft with full capability for flights in instrument conditions.

The airline was the first commuter airline in New Zealand to have its pilots licensed to operate regular operations by a single pilot in instrument conditions.

On 19 February 1961 the Aero Commander carried three parachutists (Peter Dawson, Bill Adams and Tokehau ‘Sammy’ Samuels to a height of 27,068 feet over Matamata to claim the New Zealand height record.

Aero Commander ZK-BWA with its later high visibility tail. Photo : D Noble Collection

The Aero Commander [apart from NAC’s Vickers Viscounts, which were then being introduced to main trunk air routes] was the fastest aircraft on New Zealand’s scheduled air services of the late 1950s/early 1960s era.

Bay of Plenty Airways was the pioneer of the direct Bay of Plenty to Wellington air route.

For over four years the airline carried Auckland’s afternoon newspaper, The Auckland Star, to the three Bay of Plenty centres for same afternoon delivery to homes and shops, six days a week.

The company purchased a set of runway approach lights to allow night operations into Tauranga, particularly in the winter months.

The airline was approved to carry Royal Airmail on its services.

Bay of Plenty Airways was the only small private regional airline to obtain a shareholding from the Government owned national carrier, NAC.

Bay of Plenty Airways was a portent of the future. After the company closed it was to be over ten years before similar regional airlines became established in New Zealand.

Looking Back 50 Years - Bay of Plenty Airways

2011-12-18T07:01:00.011+13:00

This week, fifty years ago, Bay of Plenty Airways Ltd ceased operations. This is the story of this fascinating airline as told by Bruce Gavin.

Bay of Plenty Airways Ltd was a pioneering regional airline of the late 1950s and early 1960s, which introduced many Tauranga and Bay of Plenty people to the benefits of aviation. The airline was a New Zealand pioneer in the use of light fast twin-engine aircraft with all-weather capability on frequent multi-sector services. Tauranga based, Bay of Plenty Airways was a trendsetter with many of its innovations not entering general usage in New Zealand until many years after the airline had ceased operations.

The airline took over the expanding operations of Tauranga Air Services Ltd, which had commenced air services from Tauranga in December 1956. Founded by Alfred W. ‘Alf’ Bartlett and supported financially by a number of Bay of Plenty investors, Tauranga Air Services Ltd, operated Cessna 182 ZK-BRI and built up a regular air taxi service from Tauranga (both Tauranga Aerodrome and an airstrip at Tauriko), Whakatane and Opotiki to Auckland. As a result of increasing demand for the service, plus the requirement to join Rotorua into the network, and to carry the afternoon Auckland Star newspaper from Auckland to the Bay of Plenty, a larger aircraft was required. New Zealand Newspapers Ltd (publishers of the Auckland Star) provided the increased finance and became a significant shareholder in Bay of Plenty Airways.

Cessna 182 ZK-BRI. Photo : D Noble Collection

The founder and managing director of Tauranga Air Services and Bay of Plenty Airways, Alf Bartlett, travelled to the United States and purchased an Aero Commander 680F aircraft, which he ferried all the way to New Zealand. This aircraft, registered ZK-BWA (Alf Bartlett’s initials spelled backwards), entered scheduled service on Monday 10 November 1958. The Aero Commander flew the main services between Tauranga and Rotorua and Auckland while the Cessna 182 linked Tauranga with Whakatane, and for a short time, Opotiki. Public response was very favourable and a Tauranga to Wellington service, via Rotorua, commenced on 2 September 1959.

Aero Commander 680F ZK-BWA. Photo : D Noble Collection

Alf Bartlett engendered tremendous support from his staff who all worked strenuously to make the airline a success. All staff, including chief pilot Alistair McLeod, financial controller Paddy Carey and chief reservations officer and administrator Brian Head, deserve credit for the loyalty the airline built up amongst Bay of Plenty people. The busy Aero Commander would fly up to sixteen sectors a day and became a source of pride for Bay of Plenty people.

Auckland Star, 2 May 1959

The Aero Commander was very well equipped for navigation in all weathers so to improve operational flexibility and remove the requirement to have two pilots when flying in marginal conditions, the company’s pilots underwent rigorous instrument flight training. In late 1959 approval to fly with a single pilot in instrument flying conditions (SPIFR) was gained from the Civil Aviation Administration. This was a first for a small New Zealand airline.

Bay of Plenty Airways' incredibly demanding timetable, effective 29 November 1959

Capacity limitations with the Aero Commander, and the forthcoming availability of a sealed airstrip at Whakatane, led to the search for another aircraft in Australia. A de Havilland DH.104 Dove Mark 5, registered ZK-BZP, was imported on a three month trial and entered service on an expanded timetable on 1 February 1961. Despite all the efforts and near full loadings the airline lost money and was placed in receivership in April 1961. Events happened quickly and the company made strenuous attempts to gain support from Government owned national airline New Zealand National Airways Corporation (NAC). Meanwhile the private airline SPANZ made what was to be an unsuccessful attempt to take over the airline. By June 1961 the Dove was removed from service because the runway at Whakatane had deteriorated and was closed to twin-engine aircraft. Following financial restructuring one third of the company shares were held by NAC, one third by NZ Newspapers Ltd and the other third by the original Bay of Plenty shareholders.

De Havilland Dove ZK-BZP. Photo : D Noble Collection

Operations designed to bring the airline into profitability continued. However when Aero Commander ZK-BWA broke up in the air over Mt Ruapehu on 21 November 1961, with the loss of all on board, including Alf Bartlett, the airline’s future was in peril. An interim service using James Aviation’s Piper Apache ZK-BYB, together with Cessna 182 ZK-BRI, was operated by the airline for a short time. This feeder service linked Rotorua and Whakatane with NAC’s Douglas DC-3 services at Tauranga. An Australian Piaggio P.166 aircraft, registered VH-BBG, was evaluated in November 1961 and moves were made to keep the company flying but to no avail. A decision to suspend services and wind the company up was made at a Board Meeting in December 1961.

THE AIRLINE’S STAFF- included

A.W. ‘Alf’ Bartlett - founder, managing director, operations manager and chief pilot

Graham Bayliss - pilot
A.P. ‘Paddy’ Carey - financial controller
Dave Cohu - part time pilot
Don Cummings - part time pilot
Rod Dahlberg - part time pilot
Carol Frith - office and reservations
S.B. ‘Brian’ Head - chief reservations officer and general administrator
Russ Hilder - part time pilot
Bett Lorrigan - office and reservations
F.W. ‘Fred’ Lysaght - director, later chairman of directors
R. King - chairman of directors
A.J. ‘Alistair’ McLeod - chief pilot and operations manager
J.D. ‘Jack’ Magon - pilot
Nicholas Murray Leslie - pilot
Leon Musgrove - pilot
Barbara Pidding - office and reservations
G.N. (Geoffrey) Roberts - director

AIRCRAFT OPERATED BY THE AIRLINE- included

ZK-BRI - Cessna 182 (c/n 182-33690)
ZK-BWA - Aero Commander 680F (previously registered N6810S, and N1085S) (c/n 680-437-109)
ZK-BZP - de Havilland DH.104 Dove Mark 5 (c/n 04508) leased from de Havilland (Australia) Ltd

In addition, the airline also leased other aircraft from time to time, including:

ZK-BJU - Cessna 180 (c/n 180-31451) leased from Midland Air Services Ltd

ZK-BLB - Piper PA.22-150 Tri Pacer (c/n 22-3379) leased from Tauranga Aero Club
ZK-BLP - Piper PA.23 Apache 150 (c/n 23-1089) leased from Auckland Aero Club
ZK-BQI - Cessna 180 (c/n 180-32373) leased from Airspread Ltd
ZK-BSC - Piper PA.22-150 Tri Pacer (c/n 22-5410) leased from Tauranga Aero Club
ZK-BUK - Cessna 182 (c/n 182-34416) leased from James Aviation (Rotorua) Ltd
ZK-BYB - Piper PA.23 Apache 160 (c/n 23-1828) leased from James Aviation (Rotorua) Ltd

REFERENCES:

‘Taking Off- Pioneering Small Airlines of New Zealand 1945-1970’ Written by Richard Waugh with Bruce Gavin, Peter Layne and Graeme McConnell. Published by The Kynaston Charitable Trust, 2003. Particularly Chapter 9 ‘To and From the Bay by Speedy Aero Commander’, by Bruce Gavin. Pages 142-157. See also Appendix 3 ‘Air Crash Injustice – Bay of Plenty Airways Aero Commander’ by Professor Les Erasmus. Pages 213-219.

Journal of the Aviation Historical Society of New Zealand Volume 21, No. 1 Autumn 1978. Particularly Airlines in Miniature ‘Bay of Plenty Airways’ Written by Bruce Gavin. Pages 6-8.

Original research undertaken by Bruce Gavin since the early 1970s.

ACKNOWLEDGEMENTS:

The considerable assistance of Richard Waugh, Peter Layne and Graeme McConnell is greatly appreciated.

Amphibious Hazards - Sea Bee Air Postscript 3

2011-12-15T08:19:00.000+13:00

In my research for the Sea Bee Air post I came across a couple of articles in Waiheke Island's Gulf News which spoke of the challenges of being an amphibian pilot...

From the Gulf News, 4 May 1977

The dinghy had sat there for three days, full of water, its dragged anchor caught in the stones. Right in the middle of the pebble runway used by the amphibians at Surfdale. For three days the plane had to squeeze past the dinghy to reach dry sand. Through high tide and low, the wretched and apparently ownerless obstacle drove the pilot to distraction. Finally after scraping the boat with an amphibian float while trying to make the beach, the pilot parked the plane, leapt out, and much to the astonishment of passengers began to remove his shoes and socks. Shirt and trousers were swiftly jettisoned also. Then, clad only in singlet and underpants, the intrepid pilot plunged into the chilly Surfdale waters to struggle with the obstinate waterlogged dinghy. After several minutes of suspenseful battle the dinghy yielded and was dragged to one side. Then, still in dripping underwear, the victorious pilot flew his admiring passengers back to Auckland, having overcome yet another occupational hazard.

From the Gulf News, 15 December 1977

An "occupational hazard" stranded the midday Sea Bee Air flight in the mud on Surfdale beach last Friday. The Grumman Widgeon was finally freed two and a half hours later after concerted efforts by four engineers and a group of game bystanders. The engineers were whisked over by jet boat from Mechanics Bay after Chief Pilot Norman Sanson radioed 'that he had judged the width of the stone ramp a little bit to finely. Using wooden planks and blocks commandeered from Walker & Lewis, the impromptu work gang heaved the one-tonne amphibian out in 30 minutes. "This has happened twice to me in four years," Norman reflected. "It's always a possibility, because of the lack of ramp facilities here," The airline would be a lot happier, he added, if it was allowed to use the bitumen hard-standing area 100 yards east of the present ramp. It was unfortunate that residents had not favoured the idea in the past, as the bitumen provided an ideal turning-circle. Sea Bee have never asked the Council to improve the present ramp, but general manager Murray Pope informs us that he would certainly be receptive if Council made the initial approach. "Last month we spent $110 putting more stones down… obviously the rarrip needs more,” he commented. Mr Sanson feels a good case for Council assistance can be made. He pointed out: "Air New Zealand doesn't have to build a runway in Australia!"

Sea Bee Air at Great Barrier - Sea Bee Air Postscript 2

2011-12-14T08:29:00.004+13:00

The following is an extract from Roy Massicks' site where he recounts Sea Bee Air operations on Great Barrier Island. There is also a nice picture of a Goose waddling ashore at Tryphena... see : http://www.redbubble.com/people/roynz/art/7604619-the-goose-has-landed?c=33091-aircraft

When we first went to live on Great Barrier Island and these aircraft were still flying, the only traffic jam ever seen on the Island was when, at high tide at Mulberry Grove, Tryphena where there was not enough beach for the plane to sit so they trundelled up the shingle onto the road. It was quite a sight to drive round the corner into Mulberry Grove and see the plane sitting there, blocking traffic. So, the only thing to do was to get out and have a chat with the other stalled motorists until the plane had departed...

At Whangaparapara halfway up the Island there are the remains of an old whaling station. The plane lands there on the water then runs its left hand wheel onto a small beach and swings sideways – this means the wing swings across a small grassy bank at the side of the road. A wooden plank was then placed between the door of the aircraft and the grassy bank to board.

Goosey, Goosey, Gander - Sea Bee Air Postscript 1

2011-12-13T09:28:00.004+13:00

Goosey goosey gander,

Whither shall I wander?

Upstairs and downstairs

And in my lady's chamber.

There I met an old man

Who wouldn't say his prayers,

So I took him by his left leg

And threw him down the stairs

No, it's not quite "goosey, goosey, gander", more a case of "Goose, Goose, Turbo Goose." I was sent these stunning photos of Sea Bee Air's 3 Goose aircraft taken by the late Colin Ballatine. The three photos were taken at Mechanics Bay... Only the photo of DFC was dated; it was taken in September 1980.

The Sea Bee Air story can be found at http://3rdlevelnz.blogspot.com/2011/12/sea-bee-air-last-chapter-of-scheduled.html

So, in an attempt to be a little poetic...

Goosey, Goosey, Turbo Goose,

Where shall I cruise?

Waiheke, the Barrier

And Kawau's Lady Bay

There I met a tourist

wanting to go somewhere

So I took him on my north leg

And dropped him at Paihia.

Sea Bee Air - The Last Chapter of Scheduled Amphibious Services

2011-12-11T01:29:00.005+13:00

In July 1976 Sea Bee Air Ltd applied to the Air Services Licensing Authority to take over Mount Cook Airlines’ Mechanics Bay-based amphibian services which had been operated until the 30th of April 1976. The company, made up of a syndicate of ex-Mount Cook staff and headed by Murray Pope, Mount Cook Airlines amphibian operation’s former chief pilot, purchased the fleet of four Grumman G-44 Widgeons, ZK-AVM (c/n 1466), ZK-BGQ (c/n 1391), ZK-CFA (c/n 1439) and ZK-CHG (c/n 1356), and Grumman G-21A Goose, ZK-DFC (c/n B-104), as well as the Mechanics Bay facilities and the aircraft ramp at Paihia. Grumman Widgeon ZK-CHG had been withdrawn from use by Mount Cook Airlines around 1975. While registered to Sea Bee it was never operated, being kept instead for a possible rebuild which never happened.

Mount Cook Airlines' colours - Sea Bee Air titles... Above Gruman Widgeon ZK-CFA taken at Mechanics Bay on 30 December 1976 by F B Gavin and below Grumman Goose taken at Mechanics Bay on 10 October 1976. Photo : B Kerr Collection

In a move to make the company viable the number of pilots was reduced from nine to three and the number of engineers from eight to three.

Delays in gaining a licence meant Sea Bee Air did not start operating until the 22nd of October 1976 with the company operating regular passenger and freight services to Great Barrier, Waiheke, Pakatoa, and Kawau Islands as well as to Russell/Paihia (Waitangi). The Waiheke service was the most important and the company operated three flights a day being between Mechanics Bay and Surfdale (Waiheke Island). The Auckland Aero Club/NZ Air Charter service to Great Barrier Island was a cheaper option that Sea Bee Air’s amphibious service to the Barrier and so daily flights were only offered over the summer with three on-demand flights a week offered during winter.

The first timetable, effective 22 October 1976

Gulf News, 28 January 1977

In the first year of operation Sea Bee Air carried 14,830 passengers between Waiheke Island and Auckland with demand for the service growing. Commenting on the company’s success Murray Pope told the Gulf News that, "We don't run as many flights… so our planes are fuller. We've done away with a lot of overheads. And the ferry alternative has deteriorated further and has probably alienated more people. Keeping fares at a minimum level was obviously an incentive for travellers, and the company was endeavouring to hold fares down as long as possible.” He also announced that Sea Bee would be looking to buy another 10-seat Grumman Goose and hoped to lift patronage on its Waiheke flights up to 20,000 per annum. He also noted the two flights daily to Paihia were well patronised, but traffic to Great Barrier Island was seasonal. A scheduled stop-off was made at Kawau Island, but Mr Pope said there was little traffic to Kawau after the Mansion House Hotel was closed in 1973. He also said two emergency "medical" flights were made each week.

Grumman Widgeon ZK-AVM at Mechanics Bay on 9 May 1978. Photo : F B Gavin

In 1978 a hovercraft was used to establish a fast ferry link between Waiheke and Auckland. Sea Bee Air immediately experienced a 25% downturn in traffic but the hovercraft service did not prove successful and so a second Grumman G-21A Goose, ZK-ENY (c/n 1145), was added to the fleet late in 1978.

The new Goose, ZK-ENY at Mechanics Bay in September 1981... on my first trip to Auckland. I wish I'd gone for a fly... Photo : S Lowe

Two serious incidents were experienced by the company in 1979/1980, both involving the same aircraft. Grumman Widgeon ZK-BGQ collided with a small runabout when doing a high speed taxi “on the step” from Paihia to Russell on the 14th of April 1979. Both occupants in the runabout were struck by the left hand propeller and killed instantly. The following year, on the 21st of January 1980, ZK-BGQ was written off at Kelly’s Bay on the Kaipara Harbour with the pilot and his passenger both killed.

The ill-fated Grumman Widgeon ZK-BGQ taken at Mechanics Bay on 10 June 1979. Photo : B Kerr Collection

In 1980 the British government contracted Sea Bee Air to operate an inter-atoll air service in Tuvalu, the former Ellice Island group. A McKinnon G-21G Turbo Goose, ZK-ERX (c/n 1205), was purchased and it arrived in New Zealand on the 3rd of May 1980. The internal air service commenced from Funafuti on the 21st of May 1980 using the Turbo Goose along with Grumman Widgeon ZK-CFA. During this time the Turbo Goose was also used to provide a brief air service to Tokelau Islands. In 1983 the British government cut the funding and the air service ended on the 15th of July 1983. Upon its return to New Zealand the Turbo Goose operated on the Auckland-Paihia service as well as on the other services in the Hauraki Gulf. However, the relatively short sectors were not economic for the turbo prop and the aircraft was subsequently exported to the United States in December 1984 as N77AQ.

McKinnon Turbo Goose, ZK-ERX, at Mechanics Bay with the Tuvalu flag on the tail. Photographer unknown - S Lowe collection.

For more on the Tuvalu service see : http://brc58.multiply.com/photos/album/9/1979_Internal_Air_Service_-_Sea_Bee_Air

In the 1980s the company experienced two issues that led to its ultimate downfall. The first was the fuel crisis of the early 1980s. With skyrocketing fuel prices and a Government imposed price freeze the company came close to closing in 1982 and having to lay off staff. This sad turn of events came after Sea Bee Air had built up the patronage on the Waiheke service to some 22,000 people being carried per annum. The cost of fuel, along with the aging and the economics of operating the Widgeons, led to the fleet being gradually reduced.

Gulf News, 20 August 1982

Grumman Widgeon ZK-AVM was exported to Australia in June 1987 to become VH-WET. It later went to Papua and New Guinea as P2-WET before returning to New Zealand and being reregistered to Aquatic & Vintage Airways Ltd with its original registration ZK-AVM, on the 1st of July 1996. ZK-CHG was sold to O. C. E. Harnish on 10 July 1990 and ZK-CFA was sold to Aquatic & Vintage Airways in August 1994.

Grumman Widgeon ZK-CFA at Mechanics Bay on 3 August 1984. Photo : S Lowe

The other issue was competition. On the Great Barrier Island service it came in the form of Great Barrier Airlines who ushered in a more professional and efficient air service to the Barrier from late 1983. A greater threat, however, came in the mid-1980s with proposals to introduce fast ferries on the Auckland-Waiheke service. The proposed ferry service promised a 35 minute service with a return fare of $10 compared to the then Auckland-Surfdale air fare of $30.

With competition looming it became increasingly obvious to Sea Bee Air that the days of the amphibians were numbered. To counter this Bell 206B Jetranger ZK-HVC (c/n 231) was added to the fleet. This was used for local sightseeing, charter work and, when necessary, to maintain the Waiheke service when sea conditions made it difficult for the amphibians.

Then, in early 1986, the company looked to establish their own land-based operation and announced to Great Barrier Airlines they were prepared to either go into competition with them or to buy them out. Great Barrier Airlines chose a wait-and-see and attitude. Later that year two land-based aircraft were added to Sea Bee Air’s fleet; Piper Pa23-250 Aztec E ZK-FMU (c/n 27-2970) was registered to the company on the 20th September 1986 and Britten-Norman BN2A-8 Islander ZK-FMS (c/n 042) on the 7th of November 1986. As an interim measure Great Barrier Airlines forestalled competition by leasing the Islander before a decision was taken by Great Barrier Airlines to sell out to Sea Bee Air in April 1987. A number of land-based aircraft were subsequently registered to Sea Bee Air but only Islanders ZK-FMS and ZK-JSB carried the company’s titles.

BN Islander ZK-FMS at Auckland on 2 November 1986. Photo : S Lowe

Other aircraft that were registered to Sea Bee Air included Pa23 Aztecs ZK-CEU (c/n 27-217) and ZK-DJG (c/n 27-2638) and Piper Pa28-181 Archer ZK-FNA (c/n 28-7790053) while the company also used Piper Pa28-140 Cherokee ZK-DJI, Piper Pa39 Twin Comanche ZK-ERH, Lake LA-4 Buccaneer ZK-DQM, Aerospatiale AS350B Squirrel ZK-HZO and Agusta A109A II ZK-HXI.

From 1988 the first large fast catamarans began carrying passengers to Great Barrier and Waiheke Islands. The introduction of a regular, dependable fast ferry service had an immediate and major detrimental impact on Sea Bee Air’s loadings to Waiheke and the amphibian business disappeared almost overnight. The company looked for other opportunities to develop the business, including skiers flights to Mount Ruapehu during the winter of 1988. The decision was made, however, to end scheduled services, the last being flown during Easter 1989 and the fleet started to disappear.

Timetable for the Ruapheu flights, August 1988

Grumman Goose ZK-ENY was cancelled from the register in November 1989 and exported to Australia as VH-ENY. The helicopter operation was sold to The Helicopter Line later that year. Grumman Goose ZK-DFC flew the last commercial flight during Easter 1990, though the aircraft was not sold until September 1991 when it was exported to the USA as N3116T. So ended New Zealand’s history of amphibious air services.

I had to sprint from the car to get Grumman Goose waddling into the water at Paihia on 31 October 1986. Photo : S Lowe

Geese over Auckland... ZK-DFC and ZK-ENY. Photographer Unknown. Photo : S Lowe Collection

The previous posts on the amphibian air services operated in New Zealand can be found at...

Amphibian Airways
http://3rdlevelnz.blogspot.com/2011/10/60-years-of-stewart-island-air-service.html

Tourist Air Travel
http://3rdlevelnz.blogspot.com/2011/11/shower-of-spray-and-were-away-nz.html

Mount Cook Airlines
http://3rdlevelnz.blogspot.com/2011/07/mount-cook-airlines-amphibian-service.html

Stewart Island Air Services
http://3rdlevelnz.blogspot.com/2010/04/nzs-southern-most-airline-pt-1-stewart.html

Central Otago Air Service Woes

2011-12-08T23:01:00.000+13:00

In recent times there have been a couple of newspaper articles about air services to Central Otago...

While Queenstown is doing well with flights to Auckland, Wellington and Christchurch, the Otago Chamber of Commerce is still looking for a Dunedin-Queenstown service...

Central Otago residents who regularly travel for business could benefit from the recent findings of the Otago Chamber of Commerce’s recent air transportation survey. The chamber has compiled its findings from the survey and the results have been presented to a commercial airline for further consideration. Chamber of Commerce chief executive John Christie said the aim of the survey had been to gauge the transportation requirements of those who travelled in the region, where they were going and what level of service was required. Finding out whether the region was well served for air transportation and the potential interest in an air link between Dunedin and Queenstown had also been a priority for the survey, Mr Christie said. The survey results showed 43% of respondents would use a Dunedin to Queenstown air service if one was available and 33% would use the service if the price was under $200 a ticket. ‘‘There’s definitely an increased desire for frequency of service in the area,’’ Mr Christie said. ‘‘If they were large players we think it’s worthy of further research as long term potential. Mr Christie said he believed the results were worth investigating, but a business case had to be established first.

Source : Rachel Harris, The News 27 October 2011

Meanwhile Eagle Air has confirmed its reduction to its Wanaka-Christchurch service

Wanaka’s scheduled air service is to revert to just one flight a day. Back in August last year Air New Zealand subsidiary Eagle Air began trialling two flights a day. Eagle Air CEO Carrie Hurihanganui says they worked hard with the local business and tourism sectors to try to make the new schedule work. “While the schedule changes over the past year have seen some growth in the market, other influencing factors such as seat factor, fare levels etc have not grown.” “Consequently with escalation in fuel costs and increases in operating costs, the poor performance of the route has significantly escalated.” Carrie says ongoing discussions with QAC and the Wanaka Airport Committee earlier this year on terminal facilities and their increased charges yielded on results and have added further cost pressure to the already struggling performance. Carrie says the decision to drop the extra flights doesn’t mean they are giving up on future growth out of Wanaka and they will continue to monitor the situation. The schedule changes will officially come into effect in late January. There is already a reduced schedule in early January, as in previous years, due to less business traffic at that time.

Source : http://wanakalive.com/news, 6 December 2011

Trans Island Air - The Quietest, Quickest way to and from the Barrier

2011-12-04T02:55:00.000+13:00

Trans Island Air continues the story of the operator Parakai Aviation, see http://3rdlevelnz.blogspot.com/2011/11/helensville-great-barrier-island.html

In 1996 the Parakai Aviation shareholders, Des Grant and Peter Clulow, and Brian Baudinet, a director of Air Rarotonga, formed a new company, Island Air Ltd to purchase and operate a brand new Cessna 208B Grand Caravan, primarily on the Auckland-Great Barrier Island route. Rather than operate the service under the Parakai Aviation banner, it was decided a more corporate identity was needed that would attract passenger and would allow for future expansion.

On the 29th of November 1996 Trans Island Air launched a twice daily scheduled service from Auckland International to Great Barrier Island’s Claris and Okiwi airfields using New Zealand’s first Cessna 208B Grand Caravan ZK-VAN (c/n 208B-0561) and Partenavia P68B ZK-PFT (c/n 42). The company's first schedule also showed a Friday and Sunday evening Parakai-Great Barrier Island return service as had been operated by Parakai Aviation the previous summer. The link to Parakai was subsequently dropped leaving the twice daily return flights from Auckland.

Trans Island Air timetable, Effective 1 December 1996

With the aircraft being worth some $ 2 million dollars this was, at the time, the largest investment made on an aircraft to service Great Barrier Island. The Grand Caravan was configured to operate with two pilots and with seating for 12 passengers, with each of these having a baggage allowance of 20 kgs – the current operators allow 15 kgs! With such a sizeable investment, however, the company needed other work for the aircraft. It was envisaged that 35-40% of its utilisation would arise from the Great Barrier run, 50% from carrying courier or other freight work throughout in New Zealand, with the remaining 10-15% coming from parachuting at Parakai.

Trans Island Air's Cessna Grand Caravan, ZK-VAN, at Auckland on 30 November 1996. Photo : S Lowe

1997 saw a dog fight on the Auckland-Claris route with fierce competition for Trans Island Air coming from Great Barrier Airlines and Northern Air. In early 1998, Mark Roberts, general manager of Great Barrier Airlines, summed up the 1996-1997 air war in the Barrier Bulletin when he said, "Increased competition led to a price war among the airlines benefiting passengers but leaving companies with little or no profit. It also led to a misguided perception in the general public's eyes that lower fares meant previously they had been charged too much. Increased competition did force us to bring our airfares down but the result is that we have made no profit for the past two years."

The Caravan impressed Great Barrier Islanders with its comparative luxury and its quietness. In September 1997 the Barrier Bulletin reported that the airline had built quite a reputation with passengers for its professionalism and excellent service - and with island residents for its cut-price airfares offered to them during off-peak times.

Despite the accolades all was not well and on the 17th of December 1997 Trans Island Air announced the service was ending. Company officials said it was not financially viable for the company to continue, citing tough competition with three companies operating on the route and a lack of success in obtaining regular contracts for night courier and cargo runs. Without the necessary aircraft utilisation necessary the service was unable to continue.

The final Trans Island Air timetable, effective 1 December 1997. Barrier Bulletin, December 1997

Trans Island Air reached a commercial agreement with Great Barrier Airlines for it to honour all outstanding bookings and tickets, part of that agreement being that Trans Island Air would continue to operate the Cessna Grand Caravan for Great Barrier Airlines until the 20th of January 1998. The Caravan was subsequently exported and the Partenavia sold.

Air Discovery - Is it all over?

2011-12-03T12:54:00.000+13:00

Noted when through Tauranga the week before last was Air Discovery's Cessna 206 ZK-WWH in the Island Air/Adventure Aviation hangar devoid of Air Discovery markings. The CAA register now shows ownership was passed to Adventure Aviation (NZ) Limited on the 13th of November 2011. This leaves Air Discovery with just one aircraft registered to them, Piper Pa34 Seneca ZK-FNB. Their webpage remains active.

Q300 broken into at Paraparaumu

2011-12-02T13:43:00.000+13:00

The break-in of a plane at Kapiti Coast Airport overnight potentially placed people's lives at risk, says the airline involved. Senior Sergeant Alasdair Macmillian, of Kapiti, said the break-in happened between 8pm yesterday and 6am today. The break-in forced the cancellation of the 6.55am Air Nelson service between Kapiti and Auckland. Grant Kerr, the general manager of Air Nelson, said the person opened the emergency exit door. Ground workers noticed the Q300's ditching dam device had been deployed, and alerted the pilots before they had carried out their first-flight inspection. A ditching dam is a 30cm-long rubber buffer intended to keep water out of the aircraft in the event of a ditching. Air Nelson said the aircraft had been put through a systems check and no other damage or interference had been found. It will be released back to service today. Kerr said he was disappointed the incident happened so soon after the Kapiti to Auckland service started. "I am disappointed that people with so little to do had not thought of potentially placing people's lives at risk." He said they would be looking at security at the airport as part of the investigation. The property was classed as a non-security regulated airport, so it does not have the 2.44m-high fencing security guards required at larger airports. The security at the airport is managed by the airlines. No other flights were affected by the break-in. Passengers due to travel on the 6.55am service were transferred by bus to Wellington Airport and put on another flight. Kapiti Coast Airport opened at the end of October following a long battle by owner Sir Noel Robinson. Mr Robinson bought the airport in 2006 and sparked strong local opposition after revealing plans for the 30-year redevelopment. About $4 million was spent upgrading the runway and aviation services and developing a new terminal on the site. The airport now offers flights with Air New Zealand subsidiary Air Nelson, as well as charter flights. Kapiti Coast Airport chief executive Steve Bootten said the plane parking area was flood-lit overnight.

Source : http://www.stuff.co.nz/national/6074642/Kapiti-passenger-plane-break-in-investigated

Sad Day for Salt Air...

2011-12-01T09:02:00.002+13:00

The wreckage of a helicopter has been found after it went missing last night surveying a large scrub fire, which has destroyed three homes, in Northland. The helicopter, with two crew on board, disappeared last night. The helicopter - owned by Salt Air, of Kerikeri, and believed to be a light single engine Eurocopter Squirrel - was about 350 metres off the coast when it disappeared.

Sadly the bodies of the pilot and passenger have been found after this sad helicopter crash involving Aerospatiale AS 350BA Squirrel ZK-IMB. My sympathy and prayers go out to the families and the workmates from Salt Air and the Department of Conservation

Source : http://www.stuff.co.nz/national/6065565/Wreckage-found-of-helicopter-missing-after-blaze

and

http://www.stuff.co.nz/national/6065565/Experienced-pilot-a-Far-North-figure

Aerospatiale Squirrel ZK-IMB at Ardmore on 4 May 2011. Photo : W Grant

Tweaking to Air New Zealand Link Wanaka and Hokitika Flights

2011-11-30T10:28:00.001+13:00

Having found this little piece in the Otago Daily Times... Wanaka Airport remained critical to increasing visitor numbers and said it was disappointing Eagle Air had signalled a further reduction in daily services to one a day (http://www.odt.co.nz/your-town/wanaka/187747/wanaka-struggling-attract-tourists)... I did a bit of a search on the Air New Zealand website...

Wanaka is indeed moving towards just a single flight each day.

Hokitika remains largely the same, namely, two flights to and from Christchurch on Saturdays, three on Sundays and four on weekdays. The only change is that the Wednesday and Friday morning Q300 flights revert to a Beech 1900, so the Q300s are only doing two flights a week now on Monday mornings and Friday evenings.

There doesn't seem to be any major changes on other routes... and Masterton still only gets one a day!

Looking for Herb Maxwell of the Hawkes Bay East Coast Aero Club

2011-11-28T16:09:00.001+13:00

I have had this request sent to me by e-mail... if you can help please email me at westland831@yahoo.co.nz

I see where you mentioned Chief Flying Instructor "Herb Maxwell" of Hawkes Bay East Coast Aero Club doing the paper run to Wairoa, I was one of hundreds of his students,

Q: would anyone know how he is these days?

http://3rdlevelnz.blogspot.com/2011/01/wairoas-sunday-paper-service.html

Helensville-Great Barrier Island - Parakai Aviation

2011-11-27T06:16:00.004+13:00

Parakai Aviation Ltd was established at Parakai airfield, near Helensville, in 1991 by Des Grant and Peter Clulow, two Air New Zealand Boeing 767 captains. In its first four years the company focussed on training, flightseeing, aerobatic joy rides and charter work.

In December 1995 the decision was made to offer a regular weekend service to between Parakai and Great Barrier Island. Peter Clulow told the Barrier Bulletin that the company was not trying to compete with other air services to the island but "opening up the north-west Auckland area to Barrier people and promoting the Barrier to the Helensville area. The other air services are some distance from there". Alison Williamson was appointed marketing and sales promotion manager and prior to the service getting airborne she coordinated a group of Helensville business people being taken to the island on a familiarisation and promotion tour.

Nor-West Newsbrief, 30 November 1995

Passengers on the inaugural flight - Nor-West Newsbrief, 30 November 1995

Flights started on the 1st of December 1995 with a Friday and Sunday late afternoon Paraki-Great Barrier-Parakai service being flown by either the company’s Partenavia P68B, ZK-PFT (c/n 42) or Cessna 182Q Skylane ZK-PFS (c/n 18265549).

Parakai Aviation's Partenavia, ZK-PFT, taken at Wanaka on 6 April 1996. Photo : M Condon

Cessna 182 Skylane ZK-PFS, taken at Wanaka on 2 April 1994. Photo : I Coates

The Parakai-Great Barrier service ended in April 1996 with the intention to restart in October for the next summer season. In the meantime the Partenavia continued to operate to the Barrier under charter to Air National's Great Barrier Express. The following summer Parakai Aviation began operating to Great Barrier Island again, this time under a new name, Trans Island Air, with a new aircraft, a Cessna Grand Caravan, and this time on the prime Auckland-Claris air route.

For more on Parakai Aviation see : http://3rdlevelnz.blogspot.com/2011/12/trans-island-air-quietest-quickest-way.html

Barrier Bulletin, April 1996

As for Parakai Aviation itself, on the 20th of April 1997 the flying school closed because a viable agreement could not be reached with landowners, the Parakai Parachute Centre.

Gisborne the last couple of days...

2011-11-25T19:22:00.000+13:00

Sunair's Piper Aztec ZK-EVP taxis on the way to Rotorua... first photo of EVP in this scheme for me. Photo taken at Gisborne on 24 November 2011 by S Lowe.

Gisborne Helicopters' Bell 407 arriving home to Gisborne on 24 November 2011 by S Lowe.

Not moving anywhere was Aerospread's Cresco ZK-LTE. Taken at Gisborne on 24 November 2011 by S Lowe.

Air Gisborne Seneca taxis to its hangar. Photo taken at Gisborne on 25 November 2011 by S Lowe.

After some training and a refuelling stop Sunair's Aztec ZK-DGS taxis back to its tie-down... I prefer this scheme to tha on EVP. Photo taken at Gisborne on 25 November 2011 by S Lowe.

Sunair's Cessna 172 ZK-DKK was also out flying today. Photo taken at Gisborne on 25 November 2011 by S Lowe.

Another 172, ZK-DXF belongs to Air Gisborne. Photo taken at Gisborne on 25 November 2011 by S Lowe.

One of the most awkward planes to get a side on photograph of while keeping the titles in... the controls being locked don't help. Air Napier's Piper Cherokee 6, ZK-ELK. Photo taken at Gisborne on 25 November 2011 by S Lowe.

Another of Air Gisborne's fleet, Grumman American AA-5A Traveler. Photo taken at Gisborne on 25 November 2011 by S Lowe.

Skyline Aviation's Beech C90A King Air at Gisborne on 25 November 2011 by S Lowe.

Napier Yesterday

2011-11-25T18:13:00.000+13:00

A quiet day at Napier, the most exotic being Gulfstream 550 N818LK at Napier on 24 November 2011. Photo : S Lowe

...and of more interest to me Air Napier's Piper Navajo ZK-NPR obligingly using the cross runway. Photo taken at Napier on 24 November 2011 by S Lowe

A trip on Sunair...

2011-11-24T09:45:00.000+13:00

One of projects of my NZ airline madness is to fly into every Air New Zealand destination on Air NZ (WHK, GIS, WKA and MON to go) and to fly on each of the smaller third level airlines.

Last night it was Sunair's turn and I booked on their Napier-Paraparaumu service. This service is mainly a courier flight but also carries passengers on demand. As I awaited for the flight at Napier's terminal I heard a woman telling someone that if she wanted to fly to from Napier to Rotorua she would have to fly via Auckalnd. So much for the Sunair signage not too many metres away.

When the flight arrived from Gisborne my pilot, Dion Currie, told me the flight was going to Hamilton due to the gales lashing the lower North Island. As I was going for the ride I didn't mind where we went.

The courier packs arrive locally by courier van and from the connecting Air Napier flight from Gisborne and Wairoa

With a howling westerly at Napier a right turn after take off with nice views of Napier and up the East Coast

Pilot for the flight, Dion

Extensive cloud cover was the order of the day...

Breaking out into the Waikato and turning finals at Hamilton

Ride for the night, Piper Aztec ZK-PIW at Hamilton on 23 November 2011, as the front moves in. The courier bags unloaded we were quickly under way.

With a flight time off 1 hour 5 coming to Hamilton punching into the westerlies, the flight home was sure to faster... punching along at a ground speed of 210 knots... AZJET!

A glimpse of Lake Taupo above and a fuzzy shot of Napier as we bounced around in the westerly letting down for Napier.

What a great trip. Sunair has done a great job of surviving in a difficult market and yet providing a dependable operation with the Aztec being a solid platform for its operations. For more on Sunair see

http://3rdlevelnz.blogspot.com/2011/02/sunair-still-shining-25-years-on.html

Thanks to Marion and Dion of Sunair for a great evening.

At Hastings and Napier

2011-11-24T09:26:00.000+13:00

The aircraft I was hoping to see the most at Bridge Pa was Air Chathams' Cessna 206 ZK-KAI all ready to fly home... Unfortunately it wasn't. I caught a glimpse of it in a hangar at Hawkes Bay Aviation.

Hughes 269C ZK-IKS at Hastings on 23 November 2011. Photo : S Lowe

Cessna 172 ZK-JKA at Hastings on 23 November 2011. Photo : S Lowe

Meanwhile, over at Napier...

Piper Malibu ZK-MPG wasn't very considerate in the way he parked.
Photo taken at Napier on 23 November 2011 by S Lowe

The amount of twin activity between Gisborne and Napier is fascinating... Sunair flew their Aztec up and back, Air Napier did their courier runs and then later flew their Navajo up with a full load... and Air Gisborne flew their Senenca ZK-SFC down to Napier for the day. Photo taken at Napier on 23 November 2011 by S Lowe

At Gisborne

2011-11-23T06:06:00.001+13:00

Flying the Sunair service from into Gisborne from western points was Piper Aztec ZK-MTY. Photo taken at Gisborne on 21 November 2011 by S Lowe

While flying the courier run to Napier was Piper Seneca ZL-MSL. Photo taken at Gisborne on 21 November 2011 by S Lowe

The next day Air Napier had Seneca ZK-WUG and Piper Cherokee 6 ZK-ELK on flying duties. Photo taken at Gisborne on 22 November 2011 by S Lowe

The Westpac Waikato Air Ambulance Piper Chieftain ZK-NSP was on air ambulance duties. Photo taken at Gisborne on 22 November 2011 by S Lowe

Air Gisborne were busy with MD 500N ZK-HQP and Robinson R44 ZK-HUM both on spraying work. Photos taken at Gisborne on 22 November 2011 by S Lowe

Robinson R44 ZK-HVC was also out and about today. Photo taken at Gisborne on 22 November 2011 by S Lowe

Falco 3000XL ZK-XLA is Farmer Air's conversion of the Pacific Aerospace 750 XL. (see http://www.flightstructures.co.nz/assets/Uploads/FALCO3000XL.pdf) Photo taken at Gisborne on 22 November 2011 by S Lowe

At Tauranga

2011-11-22T08:18:00.000+13:00

Keeping busy yesterday on Island Air's flight to Motiti Island were Adventure Aviations's Cessna TU206A Stationair ZK-PAI and Cessna 172K ZK-WGE. Photos taken at Tauranga on 21 November 2011 by S Lowe

Meanwhile, down the line Sunair's newest Cessna 172, ZK-TAB, and Piper Aztec ZK-DIR enjoyed the sun. Photos taken at Tauranga on 21 November 2011 by S Lowe

Eurocopter AS 355 F2 ZK-IHF called in, and Robinson R22 ZK-HJA did a touch and go. Photos taken at Tauranga on 21 November 2011 by S Lowe

In Tauranga for the Rena recovery is Bell 214B-1 N1073W of McDermott Aviation. Photo taken at Tauranga on 21 November 2011 by S Lowe

My first photo of a Tecnam P2006T, Bay Flight Aviation's ZK-TWN. Photo taken at Tauranga on 21 November 2011 by S Lowe

Bay Of Plenty Airways - 50th Anniversary of Crash of Aero Commander ZK-BWA

2011-11-21T21:43:00.000+13:00

On the 21st of November 1961 Aero Commander 680F ZK-BWA crashed on Mount Ruapehu with the loss of 6 lives, the pilot, Alf Bartlett, and his passengers, Marlene Boynton, Nicky Crook and her children Helen and Jeffreym and Murray Down. 50 years on the families gathered at the Classic Flyers Museum for the unveiling of a permanent display and plaque.

The ill-fated aircraft, Aero Commander 680F ZK-BWA. Photo : D White Collection

The new display...

The plaque was unveiled by Alistair McLeod, one of Bay of Plenty Airways' pilots, and Mr John Roake, one of the company's shareholders.

The plaque was designed by Graeme McConnell, as seen below, and blessed by Rev Dr Richard Waugh while Captain Alistar McLeod looks on.

2 Robbies, 2 Pawnees and an Auster

2011-11-21T21:13:00.001+13:00

Day 1 of my holiday was the drive down to Matamata...

Captured at Ardmore were Robinson R44s ZK-HHJ and ZK-HVQ... Taken on 20 November 2011 by S Lowe

Meanwhile, down at Matamata were Pawnees ZK-BZA and ZK-PNE... Taken on 20 November 2011 by S Lowe

as well as Auster ZK-BLW. Taken at Matamata on 20 November 2011 by S Lowe