Safe Air - Our First Freighter Airline

75 years ago today Straits Air Freight Express, or as it became more commonly know, Safe Air, took to the skies. This is the story of our first air freight airline.

 

Following the Second World War, as the domestic aviation industry in New Zealand started to grow, the Government decided on the establishment of a national airline, New Zealand National Airways Corporation, to develop a integrated national air service. At the same time the Railways Department saw the need for an air freight service connecting the North and South Islands and it began an air freight service between Paraparaumu and Blenheim. The rail-air service initially used chartered RNZAF Douglas Dakotas, which were subsequently taken over by NAC upon its formation on the 1st of April 1947.

As the Rail-Air service got under New Zealand was visited by an example of the newly developed Bristol Freighter aircraft. In 1947 an early example, G-AIMC, made a demonstration tour of both Australia and New Zealand. It arrived at Whenuapai on the 23rd of July 1947. As part of its two week visit to New Zealand it flew into 10 aerodromes. It was also demonstrated on the Rail-Air service and on one day made 12 crossings of Cook Strait. 

By 1950 the Government was considering what were the best options for domestic air services. On the 1st of September 1950 the Minister of Railways, Stanley Goosman, announced that the Railways Department will continue to operate the air freight service across Cook Strait. It will call tenders immediately from private air undertakings, both in New Zealand and overseas, for the operation of Bristol Freighters or other suitable freighter aircraft on a charter basis. This service has been operated since 1947 by the department, using Dakota freighters chartered from the National Airways Corporation. There has been considerable speculation on the future of this service since the announcement of the Government’s decision to offer the National Airways Corporation for sale. The maintenance and expansion of the rail-air service across Cook Strait were essential, both in the interests of proper North Island-South Island transport, and as an economic booster for the Christchurch-Picton line. 

Traffic on the Cook Strait freight service has increased steadily since it started in February. 1947. and the increase had been much greater in recent months. Mr Goosman said. In, the last financial year, 9900 tons were carried and 2917 tons were flown between Paraparaumu and Woodbourne. For the four weeks ended July 22, 1200 tons were carried and 370 trips flown. That was equivalent to 15,600 tons and 4810 trips a year, and the flow of traffic was increasing still further. 

Mr Goosman said that the present Dakota service was not sufficient to cope adequately with this increased traffic. Congestion was occurring, and on two occasions in recent months the acceptance of goods had to be interrupted while accumulations of traffic were being cleared. These interruptions would continue and become more frequent unless urgent action was taken. Additional Dakota aircraft or night flying would not provide a permanent solution, because the Dakotas, while excellent aircraft for some purposes, were not specially designed for freight handling. They required undue time and labour for the preparation of loads, loading and unloading.

On the 11th of February 1951 Stanley Goosman, the Minister of Railways, announced that he had accepted the tender of Straits Air Freights Express, Ltd, for the operation of the Railways Department’s inter-island rail-air freight service between Paraparaumu and Woodbourne. The newly formed company was made up with British and New Zealand shareholders was backed by Airwork, Ltd., a well-known British air charter operator. The new airline was to use two Bristol Freighter equipped with Hercules 700 engines, as were installed in the Solent flying-boats. Although the Dakotas at present used in the rail-air service were excellent aircraft for some purposes, they were not really suitable for this particular job. Mr Goosman said. Their side doors and sloping floors made freight handling a laborious and costly procedure. The Bristol Freighter, as the name implied, was specially designed for freight work, and even with hand loading it will be a great improvement on the present type. The brochure issued when tenders were called emphasised that the use of mechanical handling equipment would be eminently desirable. Mr Goosman said the Bristol Freighter, with its squarish cargo compartment and wide nose doors, was most suitable for mechanisation of loading and unloading. The outstanding feature of the successful tender was the proposed method of handling, which envisaged the use of a number of light-weight loading trays called “cargons,” two of which constitute an aircraft load. In place of the normal aircraft flooring, a number of rollers would be provided to facilitate the loading and unloading of cargons and the absence of flooring would minimise the loss of payload due to the use of the cargons.

Each aerodrome would be provided with two loading decks one for incoming and the other for outgoing loads, said Mr Goosman. Capable of both lateral and vertical movement to facilitate alignment with the floor and the sides of the aircraft, these decks similarly would be fitted with rollers to carry the cargons, which a power unit would transfer between road vehicle and aircraft. The conveyance of cargons between airport and railhead would be by means of special road motor trailers, which also would be fitted with rollers, Mr Goosman said. Some sorting at the Blenheim and Paekakariki railheads might be necessary, but generally the loading and unloading of cargons would be direct between road trailer and railway waggon. Thus from railhead to railhead the goods would be handled only twice, instead of five or six times as at present. Eventually door-to-door transport, with only two handlings, should be made possible by the use of containers, which would be an advantage, particularly with household removals.

The Minister said there had been a substantial expansion since the rail-air service began in 1947… In the first complete year of operation the tonnage earned was 5850, increasing to 7850 and 9900 respectively in the following two years. During the current year tonnage was expected to reach nearly 15,000.

Straits Air Freight Express. Ltd., which was registered in Wellington last month, has a capital of £1000 in £1 shares. The principal shareholders in the company, which is a private one, are Mr T. M. A. O’Connell, formerly freight supervisor for the National Airways Corporation, Mr J. Sawers. a former general manager of the Railway Department, who was one of the prime movers in the establishment of the present rail-air freight service, and Mr E. L Houghton a former member of the accounting staff. Two Blenheim shareholders are Mr R. B. Hamilton, chief instructor of the Marlborough Aero Club, who has had considerable experience of flying freight across Cook Strait, both for the Royal New Zealand Air Force and the club, and Mr S. N. Farmer. Behind these individuals was the financial backing and wide experience of Airwork, Ltd., a well-known British firm of air-charter operators.

Meanwhile, on the 13th February 1951, industrial action closed down New Zealand’s ports for 151 days. This placed incredible pressure on the Rail-Air service. To assist NAC’s DC-3 freighters move some of massive backlog of freight the Government chartered three Curtis C-46 Commando aircraft from Formosa (Taiwan) based Civil Air Transport. On the 11th of April 1951 the first two Commando aircraft arrived and after some proving flights they began carrying freight between Paraparaumu and Woodbourne on the 14th of July with Straits Air Freight Express acting as the agents for the operation. Two further Commandos followed later.

For more on the Civil Air Transport operation see : https://3rdlevelnz.blogspot.com/2026/04/call-in-commandos-civil-air-transports.html

Meanwhile, Straits Air Freight Express’s two Bristol Freighters departed Blackbushe aerodrome, England, on the 6th of May 1951 for the long ferry flight to New Zealand that saw them fly via Nice (France), Malta, El Adem (Libya), Nicosia, Baghdad, Basra (Iraq), Sharjah (UAE), Karachi, Delhi, Calcutta, Rangoon (Myanmar), Bangkok, Butterworth (Malaysia), Singapore, Batavia, Sourabaya, Koepang (Indonesia), Darwin, Daly Waters, Cloncurry, Eagle Farm (Australia), and thence via Norfolk Island to Woodbourne on the 19th of May 1951.

The Marlborough Express of the 21st reported the arrival. The first Bristol, ZK-AYH, piloted by Mr Hamilton, who was accompanied by Mr J. Marson, an English pilot who has been engaged by the Company, Mr E. S. James, radio officer, and Mr R. Price, engineer, came in sharp on 2.30 p.m. Before it had completed a wide landing sweep its sister "ship", ZK-AYG, with Mr Boyes at the controls, was banking overhead. By 2.40 p.m. both aircraft had been nosed in to face the crowd across the tarmac and the lusty roar of their powerful twin motors, with their four-bladed propellers, had suddenly ceased. With Mr Boyes were Mr D. A. Woolfe, Mr R. Wisson, radio operator, Mr L. Brister, engineer, and Mr E. L. Houghton, the Company's assistant-general manager and his wife and child.

The Bristols and their crews were welcomed by a crowd of over 2000 people. After the customary medical and customs formalities had been complied with the pilots were introduced to the gathering by the Mayor, Mr H. J. S. Mitchell, whose remarks were supported by Mr T. P. Shand M.P. Afterwards an afternoon tea reception, arranged by the Blenheim Borough Council and other local bodies, and attended by several hundred visitors and local body representatives and their wives, was held in the Institute Hall on the air station.

Later models of the Bristol freighter which nearly four years ago made demonstration flights around New Zealand, the two aircraft possess none of the sleek lines of a passenger plane. Everything about them is modelled to secure the maximum in ruggedness and freight-carrying capacity. Twin-engined monoplanes, with a wing-span of 108 feet, their aluminium fuselages are straight-sided and thickly rivet-studded. The control cabin is located 17 feet up above the blunt "bows", which swings apart, landing-barge fashion, to give direct access to the freight compartment extending almost to the tail. Loading and unloading has been reduced to a minimum of effort by the roll-out cargo floors with which they are equipped. Known as "cargons" these floors were built to S.A.F.E.'s ideas, and they will enable a complete freight load to be rolled out intact onto a truck and a preloaded return cargo immediately to be run in. By this method a "turn-round" of about ten minutes is possible.

Each Freighter had carried a spare engine and four-bladed propeller, spare tyres for both the landing and tail wheels and various other spare parts. As part of the welcome ceremonies Mr J. Sawers, chairman of directors of the company announced that, as the planes would be flying over Cook Strait, it was decided to name ZK-AYG "Captain Cook," and ZK-AYH "Endeavour."

An early photo of Bristol Freighter ZK-AYG at Mangere, Auckland. Photographer unknown

With the waterfront dispute still continuing the arrival of the Bristol Freighters brought much welcome additional capacity for the rail-air service. Straits Air Freight Express formally commenced operations the 31st of May 1951 with three return flights being flown being flown by the two Bristol Freighters. The Marlborough Express reported that the first Bristol, piloted by Mr R, B. Hamilton, the Company's operations manager, who was accompanied by the chief pilot, Mr H. E. Boyes, left Woodbourne at 7.30 a.m. with a load of 13,000lbs. of malt. On the return trip two tractors weighing approximately 5700lbs. each and a car were brought across. The other two trips today are being made by Mr Boyes, with Captain J. Marson as co-pilot. Malt is being taken across to Paraparaumu and two cars are being brought back each time. Today's operations are more in the nature of "shaking-down" trips, and the full capacity of the big freighters will be built up to as soon as possible.

Some early photos of Bristol Freighter ZK-AYG at Paraparaumu, presumably in May 1951 prior to the start of the service. Photos : Evening Post - National Library Collection 

June 1951 saw a second radio beacon installed at Dillon's Point to assist IFR flights into Woodbourne. The new Blenheim NDB was used in conjunction with the Woodbourne NDB. A radio beacon had been installed at Woodbourne Aerodrome during the war but was not considered wholly suitable for civil flying operations owing to the proximity of high terrain. Using the two beacons enabled aircraft to fly up the Wairau Valley “with perfect safety.”

The 16th of June 1951 saw the first visit of one of Straits Air Freight Express’s Bristol Freighter to Christchurch’s Harewood airport. The aircraft carried mixed loads of six tons of Railways freight both southbound from Paraparaumu and on the return flight north. Manufacturers and representatives of the Canterbury Chamber of Commerce inspected the aircraft on its visit.

By the 21st of June the company was making seven return trips each day between Paraparaumu and Woodbourne, each flight carrying about 6 tons of cargo. Several trucks were continuously operating between Paraparaumu aerodrome and Paekākāriki railway station and between Woodbourne aerodrome and Blenheim railway station.

Bristol Freighter ZK-AYH loading its cargo at Woodbourne on 18 July 1951. The first year everything was loaded by hand before the traversers and cargons were introduced. Photos : J. G. Duncan, NZ Railways - Archives New Zealand Collection

Bristol Freighter ZK-AYH unloading its cargo at Paraparaumu on 18 July 1951. Photo : J. G. Duncan, NZ Railways - Archives New Zealand Collection

On the 3rd of July 1951 Straits Air Freight Express carried four racehorses, their jockeys and their trainers from Harewood to Paraparaumu for a race meeting at Wellington the following weekend. Special boxes were built to house the horses inside the plane. Racehorses were to be regular S.A.F.E passengers in the years ahead.

The waterfront dispute ended on the 15th of July. By then the first of Civil Air Transport’s two Curtis Commandos had departed. Straits Air Freight Express was set to take over the service from the 18th but the weather gods were not co-operating and after the first two flights that day it was considered inadvisable to subject the rain-soaked Woodbourne aerodrome to heavy freighter aircraft. The wet weather and aerodrome conditions necessitated the service operating between Paraparaumu and Christchurch until the 25th. The grass runway was going to be on-going on issue until Woodbourne's runway was sealed. 

As the service developed the plan was that the two Bristol Freighters would operate a continuous service until about 9 o'clock each night. However, the service did not bed in as expected. On the 27th of July 1951, landing after the first flight of the day from Woodbourne to Paraparaumu, Bristol Freighter ZK-AYG, under the command of Captain J. Marson and Second Officer F. Adeane, overran the runway after a brake failure. The aircraft crossed a 20-foot drainage channel, one wheel crossing over a concrete bridge and the other bumping through the channel, 15 feet lower, before it came to rest in the lupins at the end of the airstrip. The wing was severely damaged and a new wing had to be ordered from Britain.

A rather forlorn looking Bristol Freighter ZK-AYG at Paraparaumu on 27 July 1951. Photos : Evening Post - National Library Collection 

With ZK-AYG out of commission two NAC DC-3 freighters and Christchurch-based Airwork’s Miles Airvan were pressed into service to while. The airline hoped to have the Bristol Freighter back in service by November, after a four to five month wait to source parts. 

On the 1st of September 1951 the Christchurch Press reported, With one Bristol Freighter aircraft flying a 16-hour day and a Dakota aircraft of the National Airways Corporation in support, the Railways Department’s air freight service across Cook Strait is still carrying big quantities of goods. The temporary loss of a second Bristol in a landing mishap at Paraparaumu recently has been largely offset by the efforts of the air freight company Straits Air Freight Express. The company's remaining Bristol is being worked from 6 a.m. to 10.30 p.m. This has been made possible by use of a radio beacon at Wairau bar. Planes can now make night flights between Paraparaumu and Woodbourne. The Bristol has been making two flights each night, to add 24 tons to the amount of cargo being lifted every 24 hours. The Bristol and a Dakota have been making daylight trips, and the combination of the two aircraft maintaining a flow of about 400 tons of goods a week across Cook Strait.

On the 8th of October 1951 a full load of livestock, seven bulls, were flown from Woodbourne to Paraparaumu on their way to the Manawatu spring national sale in Palmerston North. In the years ahead other livestock carried included sheep, pigs and, much later, deer.  

Meanwhile, the damaged Bristol Freighter ZK-AYG, which was hangered at Paraparaumu, had further woes. Its starboard wing was damaged when four doors of the new hangar on the south-western side of the airport were blown in on the 26th of October. Three of the heavy doors fell against the leading edge of the wing, gouging a six-foot gash into it. Several cockpit windows were smashed.

A few days later the replacement wing arrived from Britain and was transported from the Wellington wharves to Paraparaumu airport. While the airline had hoped to return to normal misfortune again looked upon Straits Air Freight Express’s Bristol Freighters. On the 13th of November the nose doors of ZK-AYH flew open as the aeroplane was about to take off for Woodbourne. The good news was that ZK-AYG returned to service two days later on the 15th but replacement nose doors had to be sourced from Britain. On a more positive note the delivery of the new nose doors were able to be expediated with having them flown to New Zealand in one of the RNZAF’s Bristol Freighters on its delivery flight. ZK-AYH returned to flying duties on the 12th of December.

With the two Bristol Freighters in operation the airline began to settle into a regular routine over Cook Strait but also look at new business. On the 18th of December 1951 Captain R B Hamilton and Captain H Boyes flew 4 tons of frozen peas Paraparaumu to Dunedin’s aerodrome at Taieri. After spending the night at Taieri the Bristol Freighter then flew to Alexandra on the 19th where it uploaded cherries for North Island markets. The Bristol Freighter, was not able to take a full load from Alexandra, nor refuel so a landing was made at Oamaru for refuelling before continuing on to Paraparaumu. The Central Otago fruit flights were to be a regular feature of Straits Air Freight Express operations in December and January each year well into the 1960s.

The Press, 15 February 1952

Meanwhile, with both the Railways and local egg producers recognising the spare capacity on the fruit flights between Oamaru and Paraparaumu, on the 31st of December 1951 the first eggs were flown on this sector as filler cargo. Eggs were taken on board each time a Bristol Freighter landed at Oamaru and this led North Otago interests to explore the possibility for a regular freight service between Oamaru and Paraparaumu.

In March 1952 Straits Air Freight Express began such a twice weekly service between Paraparaumu and Oamaru. The first flight arrived at Oamaru’s Hilderthorpe aerodrome at 2 p.m. on the 5th of March. No cargo was carried south but the Bristol Freighter took back eggs for Wellington and machinery for Hamilton on the northbound flight to Paraparaumu. The new service operated on Wednesdays and Fridays.

For more on S.A.F.E.’s Oamaru service see : https://3rdlevelnz.blogspot.com/2014/05/eggs-can-fly-oamarus-air-freight-service.html

Gradually the company's name, Straits Air Freight Express, became abbreviated as S.A.F.E. with the airline becoming known for its capacity to carry unusual cargos. A slight change was made to ZK-AYG's colour scheme in 1952 with the wing tips and rudder tip being painted yellow instead of the standard orange. On the 6th of June 1952 the Press reported, a road grader weighing four tons and a half, the largest single unit ever handled by air by the New Zealand Railways Department, will be flown from Blenheim to Paraparaumu today. The grader, manufactured by a Christchurch firm, was taken by rail from Christchurch yesterday, and on arrival at Paraparaumu will be driven to Napier. The grader, which incorporates a French tractor engine, will be demonstrated to delegates at the New Zealand Counties’ Association at Napier. The machine, which is 19 feet long and six feet wide and more than six feet high with the cab detached, will take up practically all the space in the Bristol Freighter aircraft which will transport it from Blenheim to Paraparaumu.

The grader being driven down the ramp from Bristol Freighter ZK-AYH at Paraparaumu in June 1952. Photos : J. G. Duncan, NZ Railways - Archives New Zealand Collection

During 1952 the Rail-Air logo was introduced for Railways advertising. It was to feature on the inside of the doors of the aircraft as well as on the rear of the fuselage of the Bristol Freighters.

One of S.A.F.E.'s innovations and in particular for the development in mid-1952 of its traversers and cargons, a technology that we see developed in the containerised loading systems used in the Airbus 320s, and wide body jets and freighters that fly our skies today. In July 1952 this was new technology and on the 31st the Christchurch Press gave extended coverage to the new technology.  

By using machines designed by Railways Department engineers and made at the Addington railway workshops the Railways Department has speeded-up its air-rail freight service and has created widespread overseas interest in its methods. The machines, known as traversers, have now been operating at Paraparaumu and Woodbourne for about a month. Initial difficulties have been overcome and the department can now quote with pride an instance when a Bristol Freighter landed at Paraparaumu, unloaded six tons of cargo took on another six tons, ran to the runway and took off again, the total time between touch-down and take-off being 20 minutes.

A reporter from "The Press" went to Paraparaumu recently to see the work. At the Paekakariki railway yards two trucks were being loaded. Stacked on trays with wheels inset underneath, tyres, glassware in cases, wire mattresses, packaged goods of a wide variety of shapes and sizes and even a child's tricycle, were pushed on to trucks with comparative ease by three or four men. Each tray, known as a cargon, is about 16 feet long and carries about three tons of goods.

At Paraparaumu the Captain Cook, one of the two Bristol freighters operated on the service by the Straits Air Freight Express Ltd., on contract to the Railways Department, had just discharged its inward cargo and was taking South Island-bound goods aboard. Lined up in front of the aircraft were the two traversers, substantial looking machines, each about 40 feet long. At each end are four truck wheels which run on two sets of lines. The traversers are driven electrically and can be raised or lowered at either end so that they fit perfectly to the end of a truck or the aircraft.

After the aircraft had taken off the traversers at either end of the lines were unloading and loading. At one end there were two empty trucks. On to them were ejected the two cargons which had come from Blenheim. At the other end loaded trucks which had come from Paekakariki were quitting their cargo on to the other traverser. Both loading and ejecting is done by an endless chain which runs under the traverser and is hooked on to the cargons.

Within 10 minutes of the Captain Cook's departure the second Bristol, the Endeavour, was landing. No sooner had it taxied to the loading ground and the chocks been fixed under the wheels than the great doors of the snub-nosed freighter swung open. From each end of the rails the traversers moved to the centre. A quiet hum of machinery and the empty traverser was in alignment with the floor of the aircraft, the chain was hooked to the cargon and six tons of cargo brought out quietly but steadily. As soon as the traverser was loaded it moved away, and the other one began to eject its cargon. To compensate for the increased weight of the cargons the normal flooring of the aircraft has been removed, the cargons taking its place. They fit snugly into the aircraft, being held by lips on either side and buffers at each end.

A few minutes later the aircraft doors closed, the engines started and the aircraft taxied off to begin its 40-minute flight back to Blenheim. Already, the inward cargo was being discharged on to lorries. The whole operation appeared so simple that it is a wonder the machinery was not thought of earlier.

Its operation has resulted in inquiries from several overseas countries and the Canadian delegates to an aviation conference in the South Pacific recently made a special trip to Paraparaumu to inspect it. Similar machines are installed at Woodbourne. Railways officials claim that with the operation of the machines there has been a large decrease in the number of breakages and damaged packages. When cargo was loaded by hand it required a gang of men to work for about an hour to do what is now done in a matter of minutes and the chance of damage was far greater.

With the speeding-up of loading and unloading the department now runs six return trips a day, but as the day's work ends about 2.30 p.m., it would be possible to run up to 12 return trips if sufficient cargo was offering. North Island loadings are quite good but more cargo is needed from the South Island, where a falling-off has been noticed recently Departmental officers are puzzled about the reason but feel that a slight business recession which was noticed in the North Island, but has since vanished, has spread south. Apart from the ordinary cargo the service has handled several cars, tractors and even a large road grader. When costs were worked out it was found that the cost of air transport for the grader was 1s 6d or 2s cheaper than would have been the cost for sea transport.

Early photos of the traversers in action at Woodbourne. Photo 

On the 5th of November 1952 a Bristol Freighter flew to Nelson on a trial flight prior to commencement of a Bristol Freighter Rail-Air freight service between Nelson and Paraparaumu. On the outward flight to the North Island the plane carried 12,830lb of cargo, ranging from bales of hops to bicycles. The new service began on Monday the 17th of November 1952 and operated four days a week from Monday through to Friday. A Bristol Freighter started the day with a 6.00am flight from Nelson to Paraparaumu. On Tuesdays and Thursdays the Nelson Bristol Freighter then flew south from Paraparaumu to Oamaru and return. The traversers and cargons, which were a feature of the Paraparaumu to Blenheim  service were not used at Nelson. It was envisaged that the Bristol Freighters would carry general merchandise and a certain amount of farm produce.

Speeches in front of Bristol Freighter ZK-AYH at Nelson at the launch of the Rail-Air service on 5 November 1952. Photos : J. G. Duncan, NZ Railways - Archives New Zealand Collection

The first freight being unloaded from Bristol Freighter ZK-AYH at Nelson at the launch of the Rail-Air service on 5 November 1952. Photos : J. G. Duncan, NZ Railways - Archives New Zealand Collection

At the same time S.A.F.E applied to Air Services Licensing Authority for a licence to ferry cars and passengers across Cook Strait. In these days, before the roll on, roll off ferries, cars had to be individually craned on to the ships. The company envisaged that two cars and their passengers could be carried on each trip and about 10 or 12 trips could be made each day with the service operating from Paraparaumu to both Blenheim and Nelson.  “The thing in the service will be the convenience to the public.” commented Mr O’Connell, general manager of S.A.F.E. “South Island motorists will be able to leave Christchurch in the morning, motor to Blenheim or Nelson, spend half an hour in the air and be 30 miles north of Wellington by nightfall.” Seats would be provided in the fuselage for occupants of a car. in accordance with civil aviation regulations. Mr O’Connell said that the company was already carrying cars in the course of its normal freight service. The proposed scheme would mean only a very slight change. He summed up the company’s attitude by saying: “It is a question of progress for the country and convenience to the public.” 

On the 28th of November 1952 it was reported that, The transport of cars and passengers across Cook Strait by air was an inevitable development of air transport in New Zealand and should not be delayed. It was unquestionably a service which would be a great boon to those members of the public who, wished and were able to use it. These comments were made by Mr E. D. Blundell, chairman of the Air Services Licensing Commission, today when granting the Straits Air Freight Express Company, Ltd,, the right to ferry cars and bona fide passengers by air from Paraparaumu to Nelson and Blenheim. The licence is for two years.

Mr Blundell said: “The presence of Cook Strait in this country creates a unique problem of transport which has to be solved according to the means available. Primarily, the commission regards the maritime service as the principle link between the two islands, but it is not the only link, and with the ever-increasing development of air transport, regard must be had to the use of that development of transport.” That the air freight service was of vital importance in times of national emergency was established during the waterfront hold-up last year. Mr Blundell said that the commission felt there would be little or no use of the new service other than in peak periods of holiday travel, and this would mean that coastal shipping companies would not be deprived of trade.

Mr Blundell stated that cost would be a major factor in determining the popularity of the service. There would be a basic charge for both unaccompanied and accompanied cars Passengers would be charged £2 1s 3d to Blenheim and £3 6s to Nelson, which would be 10 per cent, higher than National Airways Corporation fares. Cars would fall into one of four classifications. To cover the possibility of excessive personal luggage being taken the Railways Department would have to charge a flat rate of either 10s or £1, which would be refunded at the discretion of the airport attendant when the car arrived.

 

A Railways publicity photo of the car-ferry service showing a Bristol Freighter interior with a car and passengers in the rear seats. Photo taken at Paraparaumu on 24 November 1952. Photo : J. G. Duncan, NZ Railways - Archives New Zealand Collection

The Press, 29 November 1954

On the 3rd of February 1954 Bristol Freighter ZK-AYG had another incident. The Bristol Freighter, which was bound for Paraparaumu, developed trouble on the take-off run. The pilot, Captain Boyes, tried to pull up, but the aeroplane skidded along the greasy runway after overnight rain. The Bristol Freighter’s undercarriage, and the starboard wingtip and propeller were all damaged and the decision was made to ship the aircraft to England for repairs. While on rebuild it was decided to remove the cargo hold windows. With ZK-AYG out of the air S.A.F.E. chartered a Royal New Zealand Air Force Bristol Freighter, NZ5905. It was placed on the civilian register on the 10th of February as ZK-BEO. It was later purchased by S.A.F.E. and stayed with the company until its retirement in 1967. Meanwhile ZK-AYG was not to return to service until April 1955.

A rather sad ZK-AYG at Woodbourne after sliding off the runway on 3 February 1954. Source : Stuff 

The replacement Bristol Freighter, ZK-BEO, at Woodbourne. Photographer unknown

Bristol Freighter ZK-AYG in the UK in 1955 before its return to New Zealand. Photographer unknown. Photo : S Lowe Collection

Concern about grass runways was the feature of a leading article in “Contact,” the national magazine of the Air Force Association, a concern that surely must have been shared by S.A.F.E and N.A.C. management. “The question in aviation minds is this: if you can have an accident in the middle of summer on an unsealed airstrip, how much greater must be the chances in winter? Last year, the National Airways Corporation and Straits Air Freight Express lost time, money, passengers, and prestige because of the poor conditions of most of the airfields they are forced to use. Of 12 fields used by N.A.C., only four are sealed. They are Whenuapai, Paraparaumu, Rongotai, and Harewood. To all intents and purposes, the sealed aerodrome at the Air Force’s Ohakea base became the Palmerston North field last year. Milson, the civil airport, was unusable on 84 days. If the Government does not soon lay down an imaginative policy of airport development and improvement, one of two things could happen in winter time. The chance of a bad accident on water-logged, slippery, grass aerodromes is very real. It could be worse than the Bristol’s skid at Woodbourne. N.A.C. may be forced to operate semi-non-scheduled services from grass airfields. This would waste money, lose prestige and customers. The current Government reply to most money-spending requests is that there is not enough in kitty. As far as airfield development and improvement is concerned, the argument may be a backhander in a few years’ time. Any transport operator knows that a bad accident results in an immediate loss of passengers, if only for a brief time. And people are going to consider other means of transport if an airline cannot run to schedule because an airfield is waterlogged or unsafe,” the article concludes.

1954 saw S.A.F.E. involved in aerial topdressing titles with their Bristol Freighters. At the end of January the Air Services Licensing Authority granted a provisional licence to Industrial Flying, Ltd., Wellington, to carry out 60 hours of aerial topdressing tests with a Bristol Freighter. The chairman of the Authority (Mr E. D. Blundell) said the Authority felt it was in the public interest to grant it, subject to certain conditions. The main conditions were that tests would have to be completed by the 31st of May 1954, and that operations would have to be carried out from Masterton Aerodrome. To facilitate these trials the Royal New Zealand. Air Force hired one of their Bristol Freighters to S.A.F.E. to fly the plane and organise the tests.

The Press, 13 February 1953

The RNZAF hired Bristol 170 Freighter Mk.31 NZ5904 to Straits Air Freight Express Ltd. It was placed on the civil aircraft register as ZK-BEV on 28th of March 1954.

The following day, the 29th,  it spread six tons of fertiliser and clover seed over 40 acres in 24 seconds at Te Whanga, near Masterton. The Bristol Freighter flew at 160 miles an hour on a mile run, which was watched by persons from many parts of New Zealand. On the 14th of April that Press gave an update that bulk lime was sown from a large aircraft this week for the first time in New Zealand. A Bristol Freighter dropped two loads on a farm property about eight miles from Hood aerodrome, Masterton. Lime sowing gave the plane no difficulty and each load of nearly six tons was dropped in two runs 21 chains long. More than 300 tons of superphosphate has now been sown in the Wairarapa by the aircraft and the air distance to some of the properties covered has exceeded 30 miles.

There is a very good video clip of ZK-BEV doing topdressing from 3:23 at : https://rnzaf.proboards.com/thread/23882/rnzaf-top-dressing-trials

The Bristol Freighter, ZK-BEV, had its civilian registration cancelled on the 27th of June and it reverted to its military identity of NZ5904 the following day. On the 26th of November, despite the success of the trials, the Air Services Licensing Authority refused an application by Farm Air Services, Ltd., to operate a Bristol Freighter aircraft throughout New Zealand as an aerial topdressing plane and for other aerial work. The Authority said the applicants had produced evidence to the effect that the eventual aim of the company, with full utilisation of its aircraft, was to sow 33,000 tons a year. “We are not satisfied that there is anything approaching this amount of new business without much of it being obtained at the expense of the existing aerial topdressing operators in the Wairarapa and southern Hawke’s Bay.”

The 1955 Central Otago fruit season again saw Bristol Freighters operating to Alexandra and Roxburgh aerodromes over and above what was railed out of both centres. The Press reported on the 7th of January that fifty tons or more of Central Otago fruit - cherries, apricots, and peaches - have been flown to the North Island for distribution since the start of the seasonal airlift of South Island fruit last month. Two or three flights a week are being made by a Bristol Freighter operated by the rail-air service of the Railways Department. In addition two flights a week to the North Island are being made by a, Douglas freighter of the National Airways Corporation. The corporation is also accepting up to 10,000lb of fruit a day to be carried north on its passenger aircraft from the South Island. Up to 13,000lb of cherries is being brought to the North Island on each trip of the Bristol Freighter. Airport restrictions at Alexandra prohibit the loading of more than 10,800lb, but the aircraft has called in at Oamaru each trip to complete the load for the North Island. The freighter began seasonal work on the transport of South Island fruit on December 20, carrying cases of cherries to Paraparaumu, from where they were rail-freighted to centres throughout the North Island. Another five flights with fruit had been made up to Wednesday. From Monday the freighter will operate from Roxburgh, loading apricots for Auckland. Several loads will be flown to Auckland and on January 17 and 24 the freighter will carry consignments to Taranaki. The last scheduled flight for the carriage of fruit will be on January 31.

On the 5th of April 1955 the Minister in charge of Civil Aviation, Mr T. P. Shand, was reported as saying that Straits Air Freight Express, Ltd., operating from Paraparaumu to South Island aerodromes, has had to charter a third aircraft to cope with the demand. Airport dues paid by this company would make Woodbourne, Blenheim, the first self-supporting airfield in New Zealand, said Mr Shand, even after allowing for the cost of providing the necessary sealed runway. The third aircraft was another RNZAF Bristol Freighter, NZ5911. It was placed on the civil register as ZK-BJP on the 30th of March 1955. It was to stay with the airline until the 27th of June 1956.

Bristol Freighter ZK-BJP at Woodbourne. It's civil registration is faintly visible on the tail. Photo : D White Collection

Race horses being loaded on to Bristol Freighter ZK-BEO - (note the "05") above the doors reflecting its previous RNZAF identity as NZ5905. The horses had to be placed in stalls on the ground, lifted on to a traverser by a crane and then slid into the aircraft. The Bristol Freighters were able to carry eight horses, eight attendants, several sulkies and gear and fodder. Photo : BAE Systems Heritage

Possibly the same day, at Paraparaumu, now with a full compliment of horses on 21 April 1955. Photo : J. G. Duncan photo, NZ Railways - Archives New Zealand Collection

The Bristol Freighters and a traverser in action at Paraparaumu on 24 April 1955. Photo : J. G. Duncan photo, NZ Railways - Archives New Zealand Collection

On the 21st of August 1955 Bristol Freighter ZK-AYG had a third major incident. Piloted by Captain K. A. Beattie, with First Officer J. L. Fleming as co-pilot, it was flying over the Omaka aerodrome with one engine feathered as part of a display held at the airfield this afternoon. As it cleared the end of the field, the second engine failed, and the pilot was forced to land. The big plane first touched down in a paddock at the end of the runway and just cleared parked cars. The plane bounced through a gap in a row of pine trees, over the Taylor river, hit a sandbank, and tore for 50 yards through broom and gorse. It came to rest with its port wing almost touching the ground and the starboard wing high in the air. The undercarriage was torn off and the under structure badly crumpled.

An Evening Post photograph of crumpled Bristol Freighter ZK-AYG after its unfortunate crash at Blenheim on 21 August 1955

S.A.F.E. found it necessary to source a replacement while ZK-AYG was out of the air. Another Bristol Freighter was sourced in the UK. The new Freighter had previously been in service with Aer Lingus as EI-AFQ, "Saint Finbar." It was placed on the New Zealand civil register as ZK-BMA on the 21st of October 1955 before being flown to New Zealand. It arrived  on the 22nd of November having carried parts for the repair of ZK-AYG. The new Bristol Freighter arrived in a simple silver scheme with its registration in red. It entered service on the 5th of December was subsequently  named "Marlborough."

Bristol Freighter ZK-BMA at Woodbourne shortly after its arrival in New Zealand. Evidence of its previous Irish registration can be seen on the tail. Photographer unknown

ZK-AYG was restored to service in mid-July 1956, 11 months after its emergency landing. The Press reported that to bring the aircraft back to airworthiness has involved the biggest aircraft reconstruction job ever attempted in New Zealand. The work was carried out in the company’s workshops at Woodbourne. Some parts had to be brought from England, including a new floor for the hull. Because parts had to be brought by sea, work was delayed for some time. With AYG’s return to work the company had four Bristol Freighters, ZK-AYG, -AYH, -BEO and -BMA. ZK-BJP had returned to the Air Force the previous month. 

Bristol Freighters ZK-AYG (above) and ZK-AYH (below) wearing Straits Express Air Freight titles and the Rail-Air logo at Woodbourne. Photos : D White Collection

In 1957 the Cook Strait Transport Inquiry Committee was examining possibilities for Cook Strait travel and in particular whether to introduce new ferries with roll on-roll off capabilities for cars and railway wagons. In May S.A.F.E.’s general manager, Tom O’Connell, reviewed the company’s progress for the Inquiry... During the last four years this rail-air service had developed from 19,416 long tons carried in 1953 to 27,535 long tons carried to December, 1956. Delays in the company’s service had been attributable primarily to the unserviceability of Woodbourne and Nelson airports. Now that sealed runways and taxiways had been laid at Nelson it was expected that this airport would be available for use 98 per cent, of the time.  

Disaster struck Straits Air Freight Express the at 11.33 a.m. on the 21st of November 1957. Bristol Freighter ZK-AYH was on a flight to Timaru but as it crossed overhead the Russley golf course, a mile east of Christchurch’s Harewood airport, it broke up in the air and crashed. The following day the Press reported that according to eye-witnesses, the starboard wing of the aircraft broke away from the fuselage in flight. The aircraft, travelling direct from Paraparaumu to Timaru, appeared to be flying normally, it carried a mixed cargo, including two crated Aberdeen Angus cows. No distress signal was received by the control tower at Harewood.

The victims of the crash were:- Robert Bell Hamilton, operations manager of Straits Air Freight Express, Ltd., aged 44, of Blenheim. He was the captain of the aircraft, married, with two children. Thomas Mark Antony O’Connell, general manager of Straits Air Freight Express, Ltd., aged 43, of Blenheim. He was married with two children. Helge Hall Torgersen, first officer of the aircraft, aged 40, of Blenheim. He was married, with two children. James McLaggan, aged 21, of Wellington. He was a student at Otago University, apparently on holiday work.  

The aircraft hurtled into the ground at the foot of a belt of pine trees on the eastern edge of the Russley golf course, broke in two, and the flight deck and front section erupted in a huge sheet of flame. The petrol tanks were torn open and spewed high octane aviation spirit over an area of about 75 yards near the second hole of the golf course. The ignition of the aviation spirit was spectacular though brief, but the oil scattered about the wreck continued to burn for some time sending up clouds of black smoke. The pine trees, for a distance of about 30 yards on either side of the front section of the aircraft also caught fire. The mangled body of one of the cows, stretched to almost twice its normal length, was draped across the branch of a blackened pine tree, about 10 feet above the ground. This animal swayed back and forth with the wind, and provided a grisly attraction for many of the spectators. At the foot of the tree, partly embedded in the ground, was one of the aircraft’s 2400 horse-power motors, which apparently ripped clear of the wing on impact.

Three crash tenders from Harewood airport and one from the National Airways Corporation were alerted by a petrol tanker driver who smashed an alarm at the airport. The tenders dashed across the golf course at high speed. Foam fire extinguishers were used immediately to quell fire in one large heap of wreckage which included an engine and the fore part of the freighter. As soon as the brief, fierce blaze was out, the crews moved in amid the smoking wreckage, cutting wire cables and lifting portions of the fuselage to extricate the dead men. At first only three men were found, they being in the front section of the aircraft. Another was found later. The whole task took only 15 minutes, but some of the crash crew stayed on the site guarding the wreckage and assisting other volunteers to clear the goods which had been strewn over the paddock and course.

As a result of the crash the Cook Strait rail-air service was temporarily suspended. After the Bristol Freighters had been inspected the Civil Aviation Administration permitted them to return to service on the 25th. To maintain the service an RNZAF Bristol Freighter was leased. NZ5912 was registered to the Air Secretary, Air Department, Wellington on the 14th of December 1957 as ZK-BVI. 

Bristol Freighter ZK-BVI at Paraparaumu still wearing its RNZAF serial number, NZ5912, at Paraparaumu. Photo : S Lowe Collection

The tragic loss of ZK-AYH again had S.A.F.E. looking for another aircraft. The new Mark 31 Bristol Freighter, sourced from Bristol, was registered ZK-BVM on the 23rd of January 1958 and arrived from England at Whenuapai on the 12th of March and received the name "Blenheim." Its arrival allowed ZK-BVI to return to the Air Force and it was cancelled from the civil register on the 8th of April 1958. 

Bristol Freighter ZK-BVM at Paraparaumu. Photo : D White Collection

Meanwhile accident report, which was issued a year later in early December 1958, stated that the probable cause was inflight structural fatigue failure of the starboard front lower spar boom. The circumstances which made the accident possible were created by the assessment of a life which was materially in excess of the safe life. The error in life assessment stemmed from the fact that simulated operational conditions from which the lifeing data was evolved were not truly representative of actual operating conditions.

The report recommended:

1.    that the failure of ZK-AYH at 4 880 hours and/or 8,121 landings be used as a basis for amending the current maker’s  assessment of safe lives;

2.  that as an interim measure Straits Air Freight Express should evolve and lay down operational techniques to minimize exposure to gusts on the Cook Strait crossing;

3.  that the Civil Aviation Administration examine the desirability of sponsoring a full scale gust research project covering the Cook Strait area;

4.   that the Civil Aviation Administration review the existing lifeing policy with special regard to the question of responsibility for the acceptance of overseas lifeing figures;

5.    that provision be made to facilitate the weighing of loaded cargons at some stage in transit from the railhead to the aircraft. That, meantime, frequent snap checks be undertaken and recorded by the Civil Aviation Administration representatives. 

With the loss of S.A.F.E.’s general manager in the Bristol Freighter crash Des Lynskey was appointed as the new general manager.

As early as 1957 S.A.F.E. was interested in the Armstrong Whitworth Argosy that was still under development. In that year it was described as a four engined turbo-prop freighter coach.  As a car ferry this aircraft would hold six large cars or eight small cars, together with 30 passengers. It would cost no more than £350.000. With its greater speed it could make 29 crossings a day between Rongotai and Woodbourne.

By mid-1958 the twice weekly Paraparaumu-Oamaru service was struggling. The local business community rallied to support the service noting that perhaps some of the falling-off of traffic for the rail-air direct flight to Oamaru might have been through the service not being as regular as it was in its early stages. It was emphasised there must be regularity of service. A Railways Department official said every effort would be made to see that twice-weekly services were maintained on their scheduled days. Overall, however, the Rail-Air service over Cook Strait and S.A.F.E.’s charter work for the Railways Department was performing well. Established in 1947, in its first year 5,859 tons were flown, in 1951 the tonnage had increased to 14,460; in 1955 it was 24,296; in 1956 it was 26,333, and in 1957 it was 27,480. For the year ended 31 March 1958 the service returned a net profit of £15,773 and handled 32,768 tons.

From the 20th of July 1959 the Railways Department began to operate its Rail-Air freight service from Wellington’s newly developed Rongotai Airport. The transfer of operations was expected to save at least £50,000 a year on operations and to provide a quicker, more efficient service.  In a press statement the Minister of Railways, Michael Moohan, said that initially the Rail-Air service would provide three flights daily each way between Wellington and the South Island. In the meantime Paraparaumu was to remain the principle Rail-Air base in the North Island, but by the end of the year all operations would be centred on Wellington Airport. To prepare for the forthcoming partial changeover, the Department's aerial contractor, Straits Air Freight Express Ltd, had arranged for its pilots to undertake training flights during weekends.

By transferring some of its Rail-air activities to Wellington, the Minister said, the Department would be able to offer its clients air-freight services more convenient than those now possible with the existing facilities at Paraparaumu and Paekakariki. "For example," said Mr Moohan, "parcels and goods will be accepted at Wellington up to five o'clock each business day for over-night transport by air and rail to Christchurch, where they will be available for delivery at eight o'clock next morning." Similarly, if parcels for Dunedin, Invercargill, and other southern destinations were consigned at Wellington railway station by 5 p.m., they would arrive at Christchurch in time to go forward by the fast "South Island Limited" express train, leaving at 8.40 a.m.

Operating advantages mentioned by the Minister included a shorter road haul between rail and airport, ensuring a better flow of traffic with fewer trucks. Flying time between Wellington and Blenheim would also be reduced, thus enabling flights to be operated during a given period of flying time. This would give the Rail-Air service rear flexibility and capacity. The Railways Department intended to provide at Wellington all the facilities required to cope with the expanding Rail Air freight traffic, including the unique mechanised loading system which it had developed in association with S.A.F.E.

Tenders had been called for the erection of a two-storey administration and freight-store building. This building would contain office accommodation for the Department's Rail-Air staff and for operations personnel employed by S.A.F.E. There would also be a waiting room for drivers and passengers accompanying motor cars booked to be ferried over Cook Strait, a holding deck capable of accommodating several aircraft loads of freight, and a loading ramp for horses and motor cars. To facilitate the interchange of loaded freight cargons between an aircraft and a motor truck, the Department had designed and built two mobile traversers of an entirely new type. Hydraulically operated, these traversers had been designed to permit loading or unloading from either end, so that the Bristol Freighter aircraft could always face into the wind.

The Department had also extended its bulk-loading store at Aotea Quay, Wellington. This now had sufficient accommodation to cope with all the Rail-Air freight at present passing through the store at Paekakariki. Mr Moohan added that the existing facilities at Paraparaumu Airport would be retained for some time to come, in order that the Rail-Air service might have an alternative operational bass in the event of Wellington Airport being closed as a result of bad weather.

Reporting on the first day of operations at the new Wellington Airport the airport’s manager said, During the day there were 18 aircraft arrivals and 18 departures. Ten were by N.A.C., three by Straits Air Freight Express, three by aero clubs, - and two civil aviation planes. National Airways Corporation handled 769 passengers during the day, of which 393 were arrivals and 403 were departures. Straits Air Freight Express moved an approximate 84,000lb of freight in and out of the airport during the day on six flights.

In October 1959 S.A.F.E. adopted a new colour scheme for its aircraft, with flame orange to replace the old blue and gold. The flame orange, painted on the tail, with a “dash” on the nose of the aircraft, also serves to prevent collisions. It is visible at great distances in daylight.

Soon after Christmas 1959 Straits Air Freight Express moved its North Island base from Paraparaumu to Wellington airport but not without some teething issues. In early February 1960 it was forced to reopen its Paekakariki depot and operate through Paraparaumu due to some shockingly bad Wellington weather. The rail-air supervisor for the Railways Department, Mr W. S. Breach, said today the move back to Paraparaumu had been necessary because of the number of times S.A.F.E.’s Bristol Freighters had been unable through bad weather to use Wellington’s new airport. He said the Bristols normally made about 40 crossings of Cook Strait daily - sometimes substantially more - but they were “not getting anything like that through Rongotai.” With 40,000 tons of freight to shift between the two islands every year, a backlog rapidly built up when bad weather held up operations. There was no alternative but to reopen the Paekakariki depot to cope with this backlog. The airline hoped to renew full operations from Wellington when conditions improved, said Mr Breach. Nonetheless, in January 1960 Straits Air Freight Express handled 301 passengers, 6,068,712lb of freight and 129 motor-cars through Wellington.

On the 21st of April 1960 the permanent rail-air freight facility was opened at Wellington Airport. Present for the occasion was Mr M Moohan, the Minister for Railways with a demonstration of S.A.F.E.'s cargo handling for the Minister and the other visitors… In 6min 20sec, one of Strait Air Freight Express’s Bristol Freighters rolled in to a stop, six tons slid out from its hold, another six tons went in and the tanks were refuelled for the return flight across the strait, thus showing the Minister what a well-oiled operation was being offered.

From October 1959 the Rail-Air traffic across Cook Strait had increased to the extent that it was not been practicable to operate direct flights to and from Oamaru without disrupting the flow of other rail-air traffic. The final S.A.F.E. flights to Oamaru were one direct flight in December 1959 and three in January 1960.

A glimpse of the increase in Cook Strait traffic is seen in a Press article of the 11th of November 1960, when three Bristol Freighter aircraft operated by Straits Air Freight Express, Ltd., under charter to the Railways Department, established a record on Wednesday in the number of crossings of Cook Strait and the amount of freight carried. In 17 hours, from 6 a.m., they made 58 crossings of the strait - 54 between Blenheim and Wellington, and four between Wellington and Nelson. They carried 261.7 tons of freight. The previous best total was 227.5 tons, carried on 52 crossings, in September.

The New Zealand Railways Department's annual report for the 1960-61 year recorded that the rail-air service carried 49,662 tons compared with 40,704 tons in 1959-60 and 35,621 tons in 1958-59. Net revenue for the year was £52.998, said the report. In 1961, with business increasing, S.A.F.E., bought two additional Bristol Freighters from the Pakistani Air Force. They were placed on the New Zealand register on the 7th of June 1961. ZK-CAM arrived on the 3rd of September 1961 and was named "Merchant Venturer" entering service on the 30th of November 1961. ZK-CAL arrived in December 1961. It entered service in mid-May 1962 and was named "Merchant Trader."

The new Pakistani Bristol Freighters... ZK-CAM soon after its arrival in 1961 at Wellington. Photo : D White Collection 

ZK-CAL resplendent in S.A.F.E. colours at Woodbourne. Photo : D White Collection

The rail-air installation at Wellington railway station was totally destroyed on the 14th of July 1961 but that didn't stop the service with another record was made on the 11th of October 1961. On that day 60 Bristol Freighter flights were made over Cook Strait with 28 return services between Wellington and Blenheim and two return services between Wellington and Nelson. From Wellington 157 tons of goods were flown to Blenheim and 96 tons were brought back. The Nelson loads were 10 tons each way, the day’s total being 273 tons.

An emerging look... Bristol Freighter ZK-AYG with the lighter S.A.F.E. titles and dayglo orange tail at Woodbourne in December 1961. 

With the purchase of the two Bristol Freighters, in November 1961, S.A.F.E. applied to the Air Services Licensing Authority to operate six Bristol Freighters. Lewis James Froude, air freight controller of the Railways Department, told the Authority Straits Air Freight Express Ltd was unable to handle its normal increase in traffic with its present number of aircraft. It was evident that had it not been for the lack of aircraft, the increase in tonnage carried by the firm would have been much greater. The application was made for an additional three Bristol Freighters for Licence No 97 which authorised the carriage of freight anywhere in New Zealand and for additional two aircraft for Licence No 98 which authorised the carriage of cars accompanied by driver, passengers, or baggage between Paraparaumu and Woodbourne or Nelson. The application was opposed by the Shipowners’ Federation who did not think the Railways Department had factored in the impact of the impending arrival of the first Cook Strait roll on-roll off rail ferry. S.A.F.E’s application was successful and at the end of 1961 the company had six Bristol Freighters on the line, ZK-AYG, -BEO, BMA, BVM, CAL and CAM.

The six S.A.F.E Bristol Freighters at Woodbourne.

In May 1962 another record was broken. On the 2nd four Straits Air Freight Express Bristol Freighters made 72 flights across Cook Strait, 33 return flights between Woodbourne and Wellington and three return flights between Wellington and Nelson. The first aircraft left Woodbourne at 7.25am and the last touched down for the day at 10.23pm. A total of 636,892lb of freight was flown between Wellington and Woodbourne, and 60,574lb between Wellington and Nelson.

Competition, however, was on the horizon. On the 13th of August 1962 the Railways Department introduced its inter-island ferry service with the GMV Aramoana making the first crossing of Cook Strait to Picton. The days of loading and unloading ships with cranes and the associated double handling were over and now the ferry became the extension of State Highway 1 and the Main Trunk Railway Line where cars and railway wagons rolled right into the ship. Despite this new challenge the Rail-Air freight figures only decreased slightly in the face of the ferry's competition.

A new innovation was introduced at the end of 1962 with parcels despatched being carried in an early form of the “tin cans” which are used on today's Airbus 320 and wide body jets. The Press of the 6th of January 1963 reported, Until the Railway Department reorganised its rail-air services recently, parcels crossing from one island to the other were dispatched loose, which meant a good deal of handling in transit. Now the parcels are packed in aluminium containers, and are not handled again until they reach the distribution centre. The effect of the new system has been to reduce the time between the dispatch and receipt, and in some cases the rail-air method has proved almost as fast as direct air freight The aluminium containers, which measure 7ft x 6ft x 5ft 6in, can be flown across to Blenheim in the evenings, immediately loaded on to a goods train, and reach Christchurch early the same morning. All types of goods can be carried in the containers, and recently there has been an increase in television sets and furniture removal. Goods consigned to destinations south of Christchurch are taken straight from the containers, and packed into goods wagons on the morning south express. One of the great advantages of the system was that there was little or no movement within the  containers, so that the number of claims for damaged goods had dropped down to an almost negligible figure. Over the holidays, only two claims for damage had been received.

In 1963 Straits Air Freight Express, in conjunction with other interests, explored the possibility of air-freighting meat from the Chatham Islands to New Zealand. At this stage the air service to the Chathams was operated by RNZAF Shorts Sunderland flying boats. An airfield had been developed at Hapupu and NAC had operated some DC-3 flights to and from this airfield but it was in a remote location and not suited for a permanent air service and so alternate airfield sites were investigated.

About the same time as the S.A.F.E. made its first international flight. Rudnick Helicopters of Wanganui had sold the two helicopters to Utility Helicopters of Sydney to be used in oil exploration work in the Northern Territory. On the evening of the 26th of July 1963 Bell 47 ZK-HAA was loaded into Bristol Freighter ZK-CAM. On the 27th Captain C G Fantham, with Captain J Howard and Captain E T Kippenberger, the navigator, flew to Wanganui where Bell 47 ZK-HAG was loaded. The Bristol Freighter then flew to Whenuapai and on Norfolk Island and Sydney, arriving there on the 28th. The return flight to New Zealand was flown on the 3rd of August with two cars and spare parts on board. The Bristol Freighter returned to Woodbourne the following day.

On the 23rd of December 1963 The Press reported on coming changes… The role of Straits Air Freight Express is changing, the general manager, Mr D. P. Lynskey, said when commenting on the renewal of the company’s contract with the Railways Department for the air-freighting of goods. The new contract, with a term of five years, will operate from December of next year. The present contract has been extended to cover the intervening 12 months. Under the new contract and the extension of the present contract, certain limiting factors in earlier contracts had been removed, said Mr Lynskey. This would enable S.A.F.E. to take on a wider sphere of operations. He was unable at this stage to give details of what was planned. S.A.F.E. is licensed to operate five Bristol Freighter aircraft. It has a fleet of six. It has been operating under charter to the Railways Department since 1950 under its rail-air service, with its base at Blenheim airport.

On the 11th of February 1964 Straits Air Freight Express, under contract to the Railways Department and in conjunction with the Post Office started carrying fragile parcels between the Wellington and Christchurch six days a week. From Monday to Saturday a Bristol Freighter left Wellington at 5.15 p.m. to arrive at Christchurch at 6.45 p.m. in time for fragile parcels for Timaru, Oamaru, and Dunedin to be forwarded to the railway station for dispatch by the 8 p.m. goods train. On the return flight the aircraft left Christchurch at 7.15 p.m. and arrived at Wellington at 8.45 p.m. When space permitted some ordinary parcels were carried. 

As the nation’s racehorses got used to taking to the air S.A.F.E., in conjunction with N.A.C., developed a couple of innovations for its equine passengers. In March a new portable horse-loading ramp was introduced at Christchurch Airport. The all-steel 20ft long ramp was built in Christchurch by R. A. Hammersley Ltd. At the top of the ramp was a platform, which was 6ft 9in wide and 6ft long, and on which the horse was turned and backed into its box in the aircraft. In July a new style of on board stalls were introduced. Formerly horses had to be placed in stalls on the ground, lifted on to a loading deck by a crane and then manhandled into the aircraft. The Bristol Freighters were able to carry eight horses, eight attendants, several sulkies and gear and fodder.

At the end of July 1964, responding to SPANZ’s complaints about airport dues, Des Lynskey gave some comments about S.A.F.E.’s early challenges and where he saw the company developing… In its formative years S.A.F.E. had made some substantial losses, but Government assistance was neither sought nor offered, he said. The company had accepted the rail-air contract with its eyes wide open and had honoured this contract. S.A.F.E. was controlled by a New Zealand board, and its management was in New Zealand hands, he said. Mr Lynskey said the future of S.A.F.E. lay in closer cooperation with N.A.C. “That is a desirable development, anyway.” S.A.F.E. had prepared the best submissions so far for a service to the Chatham Islands once an airfield was constructed there. “We want an airfield there, and so do the Chatham Islanders.” But because of New Zealand’s small population, aviation, like all other transport, was a highly political matter.

On the 10th of December 1964 S.A.F.E. airlifted a now non-politically correct cargo of 3 million cigarettes from Napier to Auckland. The cigarettes. a new brand, were flown from a factory in Napier to Auckland in Bristol Freighter ZK-CAM. 

From the 14th of December 1964 through to the end of January 1965 N.A.C. chartered two Bristol Freighters to fly the main trunk route while some of its DC-3 freighters were being serviced and overhauled. Ahead of this, on the 6th of December 1964, a trial load of 13,000lb of cargo was waiting in Wellington to come to Christchurch and a similar amount waiting at Christchurch for carriage to Wellington, so the opportunity was taken for a test operation. With S.A.F.E.’s help, N.A.C. built 64 cargonettes, each 6ft 9½ inches by 4ft, for easy handling of the freight. The eight pallets on each trip were able to be wheeled and lifted by forklifts. The Bristol Freighter was turned around in 35 minutes much to the satisfaction of the N.A.C. officials.

A near record weight of cherries, 105,000lb, was taken out of Central Otago for North Island markets during the 1964/65 summer season. This exceeded the previous year’s total by 40,000lb. Most of the cherries were flown from Alexandra in DC3 and Bristol Freighter aircraft, and the rest from Roxburgh. In early December 1964 the Press reported that DC3 freighters will leave Central Otago at 8 p.m. and arrive in Wellington before midnight and one presumes the Bristol Freighters operated on the same basis.

On the 6th and 7th of April 1965 Straits Air Freight Express flew its biggest concentrated air lift of livestock between Blenheim and Wellington. North Island buyers at the Blenheim calf sale bought 934 calves which were flown across Cook Strait. Two Bristol freighters were being operated solely on the  “airlift young beef.” The first flight left at 6.30 a.m. and continued at intervals of about 45 minutes. Between 30 and 39 head of young run cattle weighing about 5 tons were being taken on each flight, with some 28 flights flown. The calves were loaded at the saleyards, put over the weighbridge at the rail-air depot, and then loaded direct from the trucks into metal pens in the aircraft.

Between 1965 and 1967 S.A.F.E. embarked on a programme to expand its Bristol Freighter fleet. Three aircaft were sourced, one from an Australian airline and two from the Pakistan Air Force. The deliveries got off to an inauspicious start.  On the 26th of June 1965, the Bristol Freighter bought from Australian company, Air Express Holdings, VH-ADL, crashed during a test flight at Brisbane the day before it was due to be delivered to Straits Air Freight Express. Meanwhile the first of the two Pakistan Air Force Bristol Freighters was placed on the New Zealand register as ZK-CLT on the 1st of June 1965. It was flown to New Zealand by Captains J L Fleming and N A Pirie and arrived into Whenuapai on the 24th of August. Upon arrival the aircraft was modified, with the main wheels being replaced by Douglas DC-6 wheels and disc brakes, removing the interior lining and installing the cargon loading floors. After preparation for service it was named "Merchant Hauler." The arrival of the second Bristol Freighter was delayed after a flare up in Indian-Pakistani relationships.

Bristol Freighter ZK-CLT at Whenuapai in August 1961 on its delivery flight to S.A.F.E 

In February 1966 it was reported that two more Bristol Freighters had been purchased from British United Airways, SAFE's parent company. BUA acquired the aircraft from Avtaco Airline, a Spanish company. SAFE expects to have the first Bristol delivered towards the end of this month and the second some time in March. SAFE at present has seven Bristol Freighters and has plans to replace some of the fleet. It last year negotiated the purchase of several Bristol Freighters from the Pakistan Air Force, from which source it had about four years ago obtained two freighters. SAFE had actually effected the delivery of one freighter in August and was awaiting the arrival of two more on which it had an option to purchase when the India - Pakistan dispute flared up.

The motivation for S.A.F.E.’s fleet expansion was made clear in March 1966 when N.A.C.’s general manager, Doug Patterson, announced that the Corporation planned on progressively withdrawing its six DC-3 freighters by the end of the year. By the end the airline was also looking to retire all its DC-3 fleet and was preparing to introduce pure jet services. He also announced that Straits Air Freight Express would carry some National Airways Corporation freight on the main trunk route, S.A.F.E. having been given a five-year contract. Mr Patterson said the business association between the two airlines was growing closer but S.A.F.E. would not merge with N.A.C.

Bristol Freighter ZK-BMA in front of S.A.F.E.'s Wellington terminal on 18 January 1966. Photographer unknown 

Also captured at Wellington on 18 January 1966 was Bristol Freighter ZK-BEO. Photographer unknown 

A S.A.F.E. spokesman said S.A.F.E. had bought five Bristol freighters from Pakistan and one of these had been delivered. Another three were being bought in Britain. He said S.A.F.E. had carried a substantial amount of freight for N.A.C. under contract for some months and the volume would grow heavier as N.A.C.’s DC3 aircraft were phased out. The S.A.F.E. spokesman said the airline was also carrying more mail and it was possible this would be greatly increased. It is believed S.A.F.E. has made proposals to the Post Office to carry the mail on all main routes. S.A.F.E. has designed a “cargonette," a special portable loading ramp which will ease and speed the handling of freight outside Wellington and Blenheim where the Cargon system is operated.

The first of the Spanish Bristol Freighters was registered as ZK-CPT on the 2nd of May 1966. Flown to New Zealand by Captain J D Howard and First Officer R T Alexander it arrived at Auckland on the 25th of May. It was named "Merchant Courier."

On the 2nd of June 1966 the first of the delayed Pakistani Air Force Bristol Freighters arrived in New Zealand. Twelve members of the Pakistan Air Force were used for the ferry flight. The Press reported, The captain of the freighter on its delivery flight was Flight Lieutenant M. Yusef. On board the plane were three pilots, two navigators, two radio operators and five mechanics. Flight Lieutenant Yusef said a large crew was standard practice in the Pakistan Air Force. “We brought out a lot of spare parts and a spare engine as we had no guarantee of spare parts for this type of aircraft at stops en route,” he said. This aircraft was registered ZK-CLU on the 1st of July 1966 but underwent extensive overhaul including being fitted with the mainplanes and centre-section of ZK-CRM. It finally went into service on the 3rd of May 1967 named “Merchant Buccaneer.” Two more Bristol Freighters were placed on the register in July. Another Pakistan Air Force Bristol Freighter arrived in Auckland on the 6th of July and was placed on the New Zealand register as ZK-CRK on that day. It was named "Merchant Trader." Another Spanish Bristol Freighter was registered as ZK-CPU on the 8th of July 1966 and it arrived  on the 23rd. It was named "Merchant Freighter." The ferry crew for this flight were British, with the unique feature, for that time, of having a woman co-pilot. Janet Ferguson had been flying professionally for the previous 10 years and she flew out with Captain Peter Nock who flew for his own aircraft ferrying company.

Bristol Freighter ZK-CPU at Christchurch. Photo : D White

Another Pakistani Bristol Freighter was placed on the New Zealand register on the 9th of August as ZK-CRM. It arrived in Auckland on the 13th of that month was named "Merchant Herald." A final Pakistan Air Force Bristol Freighter arrived in October. It arrived in Auckland on the 23rd. It was placed on the New Zealand register on the 24th as ZK-CRL. This aircraft was used to provide parts. It never entered service and was eventually broken up, the registration finally being cancelled on the 27th of April 1983. With this last delivery, members of the Pakistani Air Force’s No. 12 Squadron presented S.A.F.E.’s general manager, Des Lynskey, with the squadron’s crest. On the 31st of October 1966 another Spanish Bristol was placed on the register as ZK-CQD. It arrived into Wellington on the 14th of November and was named "Merchant Ambassador."

Bristol Freighter ZK-CQD at Woodbourne. Photo : D White Collection

Meanwhile the last of the National Airways Corporation’s DC3 freighters, ZK-AWO, was withdrawn from service on the 5th of September 1966 ending their service which began in 1947. Straits Air Freight Express picked up this N.A.C. freight work.

1966 was a big year for S.A.F.E. but towards the end that year there was one further development that was to shape the airline with the news that the Department of Internal Affairs were putting out tenders for the operating of the air service to the Chatham Islands. On the 22nd of March 1967 the RNZAF Shorts Sunderland flying boat air service to the Chatham Islands ended. The Air Force, however, continued to operate the service with Bristol Freighters flying into Hapupu until a civilian operator had been identified.

On the 25th of June 1967 the Press reported that a self-contained passenger “capsule” in the cargo hold of Bristol Freighters could be the answer for an air service to the Chatham Islands, officials of Straits Air Freight Express believe. The company has tendered for a weekly passenger-freight service to and from the islands. Confident of its tender being accepted, S.A.F.E. is converting two of its Bristols to take the newly designed passenger capsules. Self-contained, sound-proofed and air conditioned, the 20-seat capsules will be rolled into the aircraft for passenger flights and rolled out for freight flights. The company's administrative manager, Mr P. D. Leahy, said many ideas had been put forward when it tendered for the contract, but the capsule was the most practical. Meanwhile the aerodrome at Hapupu was extended for a civilian operator. On the 27th of September the Press reported that extensions to the Chatham Islands airstrip have been completed and await only the consolidation of grassing before full civil airways use can begin. The Minister of Civil Aviation (Mr Gordon) made this reply in Parliament today to a question by Mr C. C. A. McLachlan (Nat., Selwyn). Asked when he anticipated a regular service could be in use to cope with the demands of the fishing industry, Mr Gordon said that negotiations for a contract were proceeding with Straits Air Freight Express to provide possibly weekly air services to the Chathams. “These are expected to satisfy passenger and urgent cargo demand,” Mr Gordon said. “All-freight charters can be operated should the fishing or meat industry require them.” He said that the service might start early in the New Year, as soon as the S.A.F.E. Bristol Freighters were converted for passenger-freight flights and fitted with essential flying aids.

Meanwhile, with the delivery of the Bristol Freighters from Pakistan and Spain S.A.F.E. withdrew some of its older aircraft from service; ZK-BEO on the 27th of May, ZK-BMA on the 10th of July and the surviving original aircraft, ZK-AYG, on the 9th of September 1967.

S.A.F.E. freight operations at Wellington with Bristol Freighter ZK-BMA. Photo : D Walker Collection 

Bristol Freighter ZK-AYG at Woodbourne. Photo : D White Collection

Also at Woodbourne, Bristol Freighter ZK-BVM. Photo : I Granger Collection

On the 6th of October 1967 the Ministers of Internal Affairs (Mr Seath) and Civil Aviation (Mr Gordon) today announced that Straits Air Freight Express Limited would shortly begin a weekly air service to the Chatham Islands. They said that this service would operate between Wellington and Hapupu airfield in the Chatham Islands with Bristol freighter aircraft. "Final details have also to be negotiated with the interested parties but it is expected that the service will commence early in the new year," the Ministers said in a joint statement.  National Airways Corporation would provide agency and management facilities and prospective passengers would be able to buy through tickets for the Chatham Islands from any N.A.C. office. The Ministers said that S.A.F.E., with its years of experience and its bulk loading techniques, was admirably suited to run the new air service. If will take about two and a half months to upgrade the Hapupu airstrip and for S.A.F.E. to modify its aircraft. Work includes the provision of a cargo and passenger terminal building and the supply of medical and crash facilities. It will also be necessary to fit the aircraft with high frequency radio and other equipment not necessary for the company's normal New Zealand service. The Ministers said the company proposed to introduce a higher standard of passenger accommodation in the Bristol freighters by means of "passenger capsules" which would be fitted as required. The services will function principally for passengers but the aircraft will also have a limited amount of space available for the carriage of miscellaneous small cargo and other goods such as spare parts for the fishing fleet. It will also be possible for interested parties to charter from S.A.F.E. additional cargo flights beyond the contract service.

Bristol Freighter ZK-CLT with its windows still intact at Christchurch. Photo : D White Collection

On the 31st of October 1967 Straits Air Freight Express Limited changed its name to Safe Air Limited, adopting the abbreviation by which it had been popularly known. The new name also took away the Cook Strait focus and reflected how the company had expanded to offer national cargo services and was then preparing for the new service to the Chatham Islands. Along with the name came a new colour scheme with ZK-CLT being on of the first Bristol Freighters to wear the new colours.

In October and November 1967 Safe Air took delivery of Ansett-ANA P/L's Bristol Freighters. VH-BFB was placed on the New Zealand civil register on the as ZK-CVL. It arrived on the 5th of November 1967. On the 3rd of November 1967 VH-BFA, was placed on the New Zealand register as ZK-CVK. It arrived in New Zealand on the 11th of that month. Neither Bristol Freighters entered service and were broken up for spares, Both their registrations were cancelled from the register on the 5th of April 1972.

One of the Bristol Freighters that never entered service, ZK-CVK, at Woodbourne. Photo : D White Collection

On the 23rd of November 1967 ZK-CVY was registered to Safe Air. ZK-CVY was the result of a rebuild project which used the fuselage of Bristol Freighter ZK-BMA and the wings of ZK-CVL, one of the ex Ansett ANA Bristol Freighters that never entered service. Meanwhile, the “new” ZK-CVY entered service on the 18th of December 1967 and was named “Merchant Wayfarer.”   

On the 14th of December 1967 Safe Air was officially granted a licence to carry passengers and freight between Wellington and the Chatham Islands. The licence was for a seven-year non-scheduled service. The proposed fare from Wellington was $45 single. Safe Air’s application was for a licence to provide, with two Bristol Freighters, a non-scheduled passenger and freight service between Wellington and the Chatham Islands, and an air charter service between any licensed airfield in New Zealand and the Chatham Islands. As part of the contract the Crown would pay Safe Air a specified sum for each return flight made on its behalf. The general manager of Safe Air (Mr D. P. Lynskey) said that one Bristol Freighter had already been modified for the service and the other would be ready by next April. A technical problem with equipment had to be overcome but it was hoped to begin a service before mid-January. National Airways Corporation would be the sole booking agent. The average forecast load was 14 passengers, with a capacity of 20. The new service would provide weekly flights for the Chatham Islands, and stimulate the growing crayfish industry. It would also promote interest in cod and groper fishing. Last year Chathams crayfish earned New Zealand $US2m and the anticipated bigger catch this year would earn more. The new air service would solve the communications problem through which the quality of crayfish had suffered. Mr Norton said the proposed fare was $5 more than the present sea and air fare because of the cost of the 18-mile four-hour journey from Hapupu Airfield to Waitangi.

Accordingly, on the 19th of January 1968 a Bristol Freighters of No 3 Battlefield Support Squadron operated the last RNZAF service to the Chathams.

After conducting a route proving flight to the Chatham Islands on the 23rd of January 1968 Safe Air took over the air service to the Chathams on the 30th of January 1968 with 15 passengers travelling to the Chathams on the first flight. Bristol Freighter ZK-CLT flew both the route proving and inaugural flight and maintained the weekly service until ZK-CRK’s modifications for passenger operations were complete in April 1968.

Newspaper coverage at the time described the passenger capsule that was slid into the hold of the Bristol Freighters… “Capsule” is hardly an adequate word to describe the two interlinked sections which transform the box-like interior of the freighter into that of an airliner of possibly better than DC3 standard. The main capsule contains twelve standard airliner seats, in pairs, divided by a centre aisle. Behind them is a seat for an attendant, plus urns and hot boxes for in-flight refreshments. The second capsule, fitted ahead of this one, contains another eight seats, bringing the total passenger seating capacity to twenty. An ingenious arrangement insulates the passenger cabin against noise, and provides heating and air-conditioning. The smaller capsule can be removed and replaced with freight capacity if its passenger accommodation is not required. This means that quite a large freight capacity remains. Windows in the capsule line up with those in the aircraft’s fuselage. Passengers enter from a door in the rear of the aircraft and through another door into the capsule. The 12-seat capsule is 14 feet long, eight feet wide, and has ample headroom height six feet two inches. In spite of its dimensions, it weighs only 680lb. The extension capsule is six feet long. Safe Air's general manager (Mr D. P. Lynskey) gives much of the credit for the passenger capsule concept to Captain K. A. Beattie, the airline’s chief pilot, who has been with Safe Air since its inception in 1951. The airline's engineers were also closely associated with the design. The manufacturer of the capsules is Glenroy Products, a Blenheim firm.

For more detailed history on Safe Air’s Chatham Island service see : https://3rdlevelnz.blogspot.com/2014/05/flying-safe-to-chathams.html

By early 1968 Safe Air Bristol Freighters were also regular visitors to Invercargill with their flight schedule somewhat changed for the oyster season with the Freighters overnighting at Invercargill for an early departure north with the Foveaux Strait delicacies.

On the 10th of April 1968 a major storm hit Wellington that caused one of Safe Air’s Bristol Freighter ZK-CPU to break its tether. The aircraft lifted briefly into the air before smashing down on one wing tip and then on the other damaging the aircraft’s wings and spars. The aircraft was written off and cancelled from the register on the 31st of May 1968.

On the 24th of May 1968 Safe Air operated a flight to Westport for the first time. A Safe Air Bristol Freighter from Wellington carried Ministry of Works equipment to Westport to assist with clearing following the Inangahua Earthquake. The 7.1 earthquake resulted in the road through Buller Gorge being blocked in more than 50 places with slips or where the road had collapsed into the gorge. 

In mid-1968 concerns were expressed about Safe Air’s future with its contracts with the Railways Department and NAC due to end the following year. This was going to be an on-going theme for Safe Air in the years ahead. Safe's Air was also feeling the impact of an economic downturn, with NAC carrying more freight on its Friendship services and a drop in demand for air freight services, especially given the introduction of a second Cook Strait rail-ferry in 1965.

In the face of this Safe Air looked for other opportunities in its engineering division. In late 1968 it received a contract for servicing RNZAF Bristol Freighter that included airframe overhauls and some engine repairs.

Another Bristol Freighter rebuild project was registered on the 12th of January 1968. ZK-CWF was rebuilt using the fuselage of ZK-AYG and the wings of ZK-CLU. These wings had been removed and refurbished upon ZK-CLU's arrival in Woodbourne. It entered service as ZK-CWF on the 20th of September 1968 being named “Merchant Freighter.”  

Meanwhile the Chatham Islands was experiencing a crayfish boom with the first months of the new  Chathams air service having an average loading of 87%. This led to the schedule being increased to bi-weekly from the 1st of August 1968 and to five flights a fortnight from the 1st of April 1969. Passengers carried had increased from 158 in February 1968, to 407 in February 1969, an increase of more than 150 per cent. Freight during the same period rose more than 1000 per cent.

Back in New Zealand Safe Air's four-legged passenger numbers were also increasing. The AHNSZ journal recorded that almost 37,000 head of livestock and bloodstock were airfreighted to destinations within New Zealand by Safe Air Ltd in 1968, a record for the company. The total included 29,767 sheep, 2,033 cattle, 4,661 and 459 horses.

The volumes of mail were also increasing. From the 30th of June 1969 the Post Office consigned mail on Safe Air between Christchurch and Wellington three times a day, up from once a day.

On the 2nd of December 1969 Safe Air began flights between Christchurch and the Chatham Islands. On Tuesdays a Bristol Freighter would fly Wellington-Chathams-Christchurch and on Thursdays Christchurch-Chathams-Wellington. Every second Friday a Wellington-Chathams return service was flown. The first flight saw 20 passengers on the Chathams-Christchurch sector.

A dispute by seamen in late 1969 again underlined the importance of the Safe Air operation with the airline again called in to do an airlift over Cook Strait. The Press of the 18th of December reported, In the first 16 days of the Cook Strait airlift, Safe Air, Ltd, has carried more than six million pounds of freight for the Railways Department. This is in addition to more than two million pounds of freight carried round the country by the company for other customers. An average of five of the company's Bristol Freighters each capable of carrying six tons have been engaged each day on the rail-air service between Wellington and Blenheim, flying late into the night to clear the backlog of freight The general manager of Safe Air (Mr D. P. Lynskey) said that the company had been working at maximum capacity since the end of November and its present flying rate was nearly double that planned at the beginning of the year. Since November 27, the company has shifted 6,210,000 lb of freight across Cook Strait and 2,290,000lb to other parts of the country. The company’s headquarters at Woodbourne have been extended doing normal line servicing and in keeping the maximum number of planes in the air. Over the last few weeks the company has had nine Bristol Freighters in the air from early morning until late at night The biggest amount of freight flown across Cook Strait on any one day was 564,028lb of freight, carried by five aircraft flying 57 flights in 22 hours and a half flying time. On only one day has bad weather upset the programme and on most days 56 flights have been made across the Strait.

Unusual passengers were flown by Safe Air in February 1970 as reported by the Press… A magnificent 10ft bottlenose dolphin - the same species as the television star Flipper - has been captured for the Napier Marine Parade dolphin centre. The 1000lb dolphin was caught in Pelorus Sound on Monday and flown to Napier yesterday morning by Bristol Freighter from Blenheim. The capture of the dolphin, which is the first of its kind taken in New Zealand waters, completes the work of an expedition which left from Napier on February 2. Four Hector dolphins were flown to Napier last week. Deer flew Safe Air for the first time in June 1970.

By the last quarter of 1970 the Chathams crayfish boom was over and the industry collapsed. The Chathams schedule was reduced to three flights a fortnight… From the 5th of October the fortnightly timetable became: First week: Tuesday, Wellington-Chatham Islands-Christchurch. Second week: Tuesday, Christchurch-Chatham Islands-Wellington. Friday. Wellington-Chatham Islands-Wellington.

December 1970 saw a second overseas flight for Safe Air. Mrs I. Brownley was moving from Norfolk Island to Kaitaia and hired a Bristol Freighter to carry bring two cars, assorted household goods, she and her husband on the flight. The plane has been hired by Air New Zealand and will be one of the few overseas flights to land at Kaitaia airport. It will take one day to load the aircraft at Norfolk Island.

1970 proved to a good year for Safe Air’s cargo operation. It carried 59,087 tons of freight compared with 50,157 tons in 1969. Reflecting the decline in the crayfishing industry 220 flights were made to the Chathams, 35 less than in 1969 with passenger numbers dipping from 3762 in 1960 to 3047. Meanwhile Safe Air's livestock statistics for 1970 shoed 34,391 sheep, 3,032 pigs, 151 horses and 761 cattle were carried.

A new trade started in August 1971 when the New Zealand-assembled Rover cars destined for Australia, were taken by road to Woodbourne, from where they were flown in Bristol Freighters to Wellington for shipment to Australia later in the month. The export deal, negotiated by British Leyland of New Zealand under the New Zealand - Australia Free Trade Agreement, provided for the assembly at Nelson of more than 750 Rover 3500 cars over one year. The Rovers were taken regularly from Woodbourne to Wellington with two cars to each aircraft. 

Another development began on 9th of August 1971 with the first scheduled air-freight service to be run at night in New Zealand. A new company, Jetspress Air Freights Ltd, a subsidiary of Daily Freightways, which in turn was a member of Freightways Express Ltd, chartered Safe Air Bristol Freighters to operated a night service from Auckland to Wellington and Christchurch and return. A Bristol Freighter was scheduled to leave Auckland at 8.50 each night, pass through Wellington about 11.30 and reach Christchurch at 1.05 a.m. It then left 45 minutes later calling in at Blenheim Airport at 3 a.m. for a change of crew, before flying to Wellington and on to Auckland arriving at 6 a.m. The New Zealand manager of Jetspress (Mr E. Brown) said that there was a need for a scheduled air service devoted exclusively to carry freight. At present most freight carried by air on scheduled air services had to take second place to passengers, he said. Mr Brown said that bus and rail services would be used by the company for forwarding goods to towns outside the three main centres.

The Press, 14 September 1971

N.A.C. responded to the new competition with the chairman of the National Airways Corporation, Alan Gilkison, criticising what he called, the unfair competition to the corporation from Safe Air and the big transport consolidators. These were skimming the cream off profitable main-trunk route air freight leaving N.A.C. to maintain the more unprofitable services, said Mr Gilkison. “A search of the records reveals that 92 per cent of shareholding capacity (of Safe Air) is British owned. “One wonders how far the New Zealand taxpayer should be prepared to go to provide dividends for U.K. residents,” said Mr Gilkison. Speaking at the official opening of N.A.C.’s new freight centre in Hamilton, Mr Gilkison outlined the value of the airline’s new "Jet-X" freight service. Recently begun on the main trunk routes, the new service would be extended to Hamilton and all provincial centres on the N.A.C. network, providing New Zealand’s fastest and most comprehensive freight service, said Mr Gilkison.

Meanwhile the development of the Jetspress operation exceeded all the initial expectations with the company suggesting that a second Bristol Freighter would need to be chartered by the end of October 1971. This aircraft would fly the same routes but starting and ending the night flying in Christchurch.

At the end of August Safe Air’s general manager Des Lynskey replied to Alan Gilkinson’s remarks. “I really cannot understand why the chairman of N.A.C. is so excited.” N.A.C. was on record as declaring that air cargo in New Zealand “does not exist.” “This philosophy was current when curtailed its own freight, services some three years ago and encouraged Safe Air to secure the necessary licences to undertake the work we are now doing. “The corporation did not object to the appropriate authority, although it had every opportunity to do so." Mr Lynskey said he also wondered at Mr Gilkison’s “plaintive wail about our shareholdings.” On two occasions in recent times the corporation had been offered shares in Safe Air, but on each occasion it had become “a little shy - shyer any way than Mr Gilkison in Hamilton.” “Mr Gilkison could well show more concrete concern for the taxpayer by concentrating on his passenger and express parcel traffic and leave air cargo to those better equipped to handle it.”

While the Chathams service was struggling in the light of the reduction in the crayfish industry its freight business was going well as reflected in the statistics published by Christchurch Airport. In the 1971 calendar year Safe Air, Ltd, carried 738 passengers, compared with 1299 in 1970, a loss of 43 per cent and freight and mail was down 3.5 per cent - 7,015,264 kilograms last year as against 7,275,904 kilograms in 1970. The nightly freighter service, Jetspress, Ltd, with its service to the three main centres, has proved popular and convenient to shippers, Mr Jamieson says, in the five months of operation to December 31 it carried 1,140,522 kilograms of freight. 

An interested development that never came to pass was reported in the Press on the 1st of July 1972 which reported, Safe Air, New Zealand's primary air freight carrier, is seriously considering having a new type of twin-engined cargo plane tailored as a replacement for its fleet of Bristol freighters. The director and general manager of Safe Air (Mr D. P. Lynskey), said in an interview that he believes the aircraft could be built in New Zealand. New Zealand aircraft companies capable of handling this task include Air New Zealand, the National Airways Corporation, Air Parts (New Zealand), Ltd, of Hamilton (builders of the Fletcher); and Aero Engine Services, Ltd, also of Hamilton (builders of the Airtourer). “Both Hamilton companies told me they could set up production lines to build the aircraft, provided it could be financially justified by a guaranteed minimum throughput,” Mr Lynskey said. The new aircraft exists at present only as basic sketches prepared to Mr Lynskey's specifications. Still unnamed. it is known as the “D.P.L. concept” and jokingly termed the “friendly freighter” by one New Zealand manufacturer because of its amiable appearance. “We can keep our Bristols in the air until the 1980s; we will have no major air-frame renewal problems until about 1981, and engine spares are assured until about the same time. So we have a few years to play with, and if a suitable replacement should become available in the reasonably near future, we could discard the ‘tailored’ alternative,” Mr Lynskey said.

The capabilities of the Bristol Freighter and what it was asked to do on the Chathams run was highlighted in an announcement regarding the Chathams service on the 4th of July 1972. The Minister of Internal Affairs, Allan Highet, said in future all flights from Wellington to Chathams would carry a maximum of 16 passengers on the outward journey instead of 20, said today. This change would reduce the risk of offloading passengers because of weight restrictions in adverse weather. “The distance covered by these triangular flights requires substantial reserves of fuel for safety reasons,” said Mr Highet. “These vary with conditions at departure time, and on occasions passengers who have booked seats have suffered the serious inconvenience of being offloaded at the last minute because of reductions in the available payload.” The parties running the air service - Safe Air, Ltd, the National Airways Corporation and the Government - have agreed to the reduction in seats, which will bring this flight into line with the service from Christchurch, which already has a limit of 16. Mr Highet said the adjustment to seat loadings would mean an average reduction of two seats a week from the mainland, from 28 seats to 26. However, the rate of seat occupancy had been steady at 75 per cent for some time, and it was expected that an ample number of seats would be available to satisfy the demand. 

In early September 1972 it was announced that the National Airways Corporation had bought the 94% of shares in Safe Air held by it British owners, Air Holdings Ltd, the at a cost of “under $1 million.” In approving the move the Government insisted that Safe should remain an autonomous group and that the purchase of Safe by N.A.C. should lead to co-ordinated air freight operations. It was also thought the takeover would simplify the Bristol Freighter replacement programme.

Air freight operations at Wellington in June 1973...Bristol Freighter ZK-BVM reflecting the Rail Air contract with the Railways logo in the aircraft doors. Photos : Waddington, Archives New Zealand

Air freight operations at Wellington in June 1973...Bristol Freighter ZK-CAM reflecting the NAC contract with the NAC logo in the aircraft doors and on the forklift. Photos : Waddington, Archives New Zealand

Bristol Freighter ZK-CLU again on NAC work at Hamilton 7 May 1973. Photo : F B Gavin

The replacement programme was launched in early October 1973 with the news that Safe Air would evaluate a four-engined Hawker Siddeley HS650-222 Argosy. Canadian airline, Transair, Ltd., made available one of its Argosy aircraft for proving flights with the announcement that if Safe Air decided to buy Argosies, the trial aircraft would remain in New Zealand with a second Argosy to be delivered in July 1974. At this time Safe Air had a fleet of eleven Bristol Freighters. Safe Air’s Des Lynskey said he believed the Argosy would be compatible with the existing fleet. Because of its greater carrying capacity - its payload was two times and a half that of the Bristol - and its superior airspeed, the Argosy had obvious advantages for the company. Moreover, its construction permitted both nose-door and rear loading. Mr Lynskev said feasibility studies of the Argosy had been commissioned from a British firm of consultants, and these had since been complemented by local studies. It was now necessary to prove the aircraft under New Zealand conditions and over New Zealand routes. The Argosy to be used in the proving flights would be leased from the owners for two months, said Mr Lynskey. Canadian crews would accompany the aircraft. The training programmes associated with the introduction of a new aircraft would begin this month, the instruction being approved by the Argosy’s manufacturers and by Transair, Ltd. The Argosy 222 is powered by four Rolls Royce Dart engines, which are compatible with those of the later Friendships of N.A.C. and the Ministry of Transport, and with the HS748s used by Mount Cook Airlines.

The first of Transair’s Argosy, CF-TAG, arrived in Blenheim on the 27th of October 1973 and was placed on the New Zealand civil register that day as ZK-SAF. It was given the name "Merchant Pioneer." After familiarisation flights it entered service on the Auckland-Wellington-Christchurch air freight route on the 1st of November 1973. By the end of the month two Safe Air crews had completed conversion training on the Argosy.

Hawker Siddeley Argosy ZK-SAF, still in its Canadian colour scheme at Woodbourne in 1973. Photo : R Killick 

After a successful trial it was confirmed on the 28th of December that Safe Air would buy the two Canadian Hawker Siddeley Argosy aircraft along with associated spares. ZK-SAF was withdrawn from service at Christmas to be repainted in Safe Air colours prepared for service on the major freight routes. Safe Air’s general manager Des Lynskey, told Wings magazine, the arrival of the Argosy would mean that the company could release Bristol Freighters for provincial services which are now sorely-pressed. He said the Argosy was an interim choice while the airline continued its search for a Freighter replacement, which is proving extremely difficult. None of the present short to medium range transport aircraft - all military - offer anything like the economies expected in an airline operation. At present Safe Air has 11 Bristol B170s in the air, although this is expected to be reduced by one in the near future. The company is facing increasing serviceability problems despite superhuman efforts to keep the aircraft in the air. As well as airframe difficulties, the Bristol Hercules sleeve valve engines also provide engineering staff with headaches. From November 20, after the completion of Safe Air crew training, the Argosy began a six-days-a-week cycle of two Auckland-Christchurch return flights each day with the aircraft staging through Wellington, overnighting in Blenheim. 

ZK-SAF officially went into service on 3rd of February 1974 when it left Wellington at 1.45 a.m. with a load of Sunday newspapers. The Argosy flew to Dunedin, Christchurch, and Blenheim. On the 4th it entered service on the freight flights between Auckland, Wellington, Christchurch, and Blenheim.

Bristol Freighter ZK-CAL at Nelson on a Rail-Air service on 5 February 1973. Photo : F B Gavin

In June 1974 the Government announced that it had finally chosen Karewa Point as the preferred site for the new Chatham Islands airport which was to be in operation by 1980. Meanwhile, in the 1973-74 financial year Safe Air made 116 flights to the Chatham Islands which carried 3128 passengers, 33,809lb of mail and 168,431lb of freight which were operated in a net loss to the Crown of $42,953. 

Safe Air’s second Argosy was registered to the airline on the 27th of June 1974 as ZK-SAE. It arrived in New Zealand mid-July 1974 and was named "Merchant Enterprise." The new Argosy went straight into the airline's workshops for repainting in Safe Air colours and receiving the modifications to the fuselage floor to enable it to accommodate the company's standard cargons. The company expected it to enter into service on the 1st of September. Safe Air flights weren’t just confined to the main centres. They also called at Invercargill, Dunedin, Palmerston North and from the 8th of October 1974 Hamilton three times a week.

Meanwhile the Chatham Islands service continued to struggle. The link to Christchurch was cut from the 31st of March 1975 even though these flights were usually between 93 per cent to 98 per cent full. The Government looked to save $3666 by replacing the Chathams-Christchurch flight with a Chathams-Wellington flight. In responding to the complaints, Henry May, the Minister of Internal Affairs, said, depending on weather and aircraft loadings the shorter Wellington-Chathams route can mean a saving of up to 30 minutes flying time. For this reason the use of Wellington will save fuel, increase passenger capacity, and permit a greater cargo load. “This more economical use of the service will help to reduce the substantial operating losses, which this financial year are likely to be $75,000, that have been met by the Government.”

In 1975 Safe Air made its first Argosy flight to Norfolk Island carrying a full load of freight under charter to Air New Zealand. On the return flight the Argosy carried two privately-owned vehicles consigned to Auckland. The Argosy was crewed by Captains K. A. Beattie and D. Howard and Mr P Nelson (flight engineer).

Auckland freight operations with Hawker Siddeley Argosy ZK-SAE on 10 May 1976. Photo : F B Gavin 

Having been withdrawn from use Bristol Freighter ZK-CQD was cancelled from the register on the 19th of August 1976.

Bristol Freighter ZK-CQD at Woodbourne on 26 May 1975. Photographer unknown

The 3rd of March 1977 a Safe Air Argosy made the first scheduled non-stop commercial flight between Auckland and Invercargill yesterday. An N.A.C. spokesman said that the aircraft, which carried a full load of freight - more than 8000kg - had taken three hours 30 minutes to fly the distance of 666 nautical miles (1233 km). The only other time this route has been flown was in 1963, when an F27 Friendship was chartered for a special flight. The comparative distance from the Chathams to Wellington was 763km and to Christchurch 878km. 

As well as the normal flights to the Chatham Islands the Bristol Freighters were the Chatham's air ambulance… a point in case was reported in the Press on the 5th of April 1977. A child brought from the Chatham Islands in a mercy dash, Jason Braid, aged four, was on the way to full recovery in Wellington Hospital, his father said. The boy was diagnosed as having a fractured skull after being run over by a car at Waitangi, Chatham Islands. A Waitangi doctor, Dr I Cook, attended the boy but decided he needed further treatment in hospital at Wellington. Two off-duty Safe Air pilots. Captains W Ashley and B Williams, were called to help. “We were the only chaps available and so could not say we would not do it." Capitan Ashley said. The only available Bristol Freighter, the most suitable [plane for such flights, had to be completely refueled, as it had been emptied that morning for weighing. Captain Ashley, the pilot in a similar mercy mission last year, said that the flight had been straight-forward “We kept her low for the boy's sake, and Captain Williams landed her quietly. Other than that, there was nothing unusual,” he said. A Blenheim doctor, Dr J Miller, did the round trip with the plane. He said he had not been required to treat Jason or comfort him.

Meanwhile there was interest from operators wanting to operate the suspended Chathams-Christchurch service. When Safe Air withdrew its service South East Air applied unsuccessfully to operate the route with a Beech Queen Air. In 1977 Titan Air Services applied to operate the route with a Cessna 404 Titan. Before their application was heard Safe Air announced its intention to reintroduce the route. On the 2nd of August 1977 Safe Air resumed flights between Christchurch and Chatham Islands. 

The chief executive officer for the Department of Internal Affairs, (Mr T O'Brien), said, “The matter has been under consideration by the Government for some months, as a result of representations from the Chathams County Council and other interested parties.” The service from Christchurch by Safe Air, Ltd,, under contract to the Government, was cancelled two years ago, although flights to Wellington were continued. The existing Wellington service runs at a loss, as did the former Christchurch service. Subsidies on Chatham Islands flights amounted to more than $102,000 last year.

As before the weekly Tuesday service alternated its direction each week. The first flight from the Chathams to Christchurch was operated on the 2nd of August 1977 while the first flight from Christchurch to the Chathams was operated on the 9th of August. An N.A.C. spokesman said, the 16 passengers on today’s flight are the most that can be carried on outward journeys, although 20 can return to the mainland aboard the aircraft. The smaller outward complement is to enable sufficient fuel to be carried for the aircraft to return to New Zealand if unable to land in the Chathams. About 400 kg of freight was on hand, he said, although it would not all be flown over today if there was bad weather or a large quantity of mail. Passenger loadings for the next few weeks were “pretty heavy,” he said, although the demand for freight space was not known, as it could not be booked in advance.

A passenger capsule being loaded into Bristol Freighter ZK-CRK... Photo : MOTAT Collection

In the November 1978 changes were made to the Safe Air’s Argosy schedule. The timetable change saw Dunedin added to the overnight Auckland-Wellington-Christchurch “chain.” The Press reported the two Argosy freighters, flown by Safe Air on behalf of Air New Zealand, each with a capacity of 12.5 tonnes, have usually been on a daytime schedule.

On the 21st of December 1978 Bristol Freighter ZK-BVM was withdrawn from service and it was cancelled from the register on the 21st of February 1979. However, something more significant happened later that day.

Safe Air hit international news after sightings of unidentified flying objects. These were first observed on the 21st of December 1978 when the crew of a Safe Air Argosy observed strange lights off the Kaikoura coast. The object seemed to be tracking the aircraft. The object was also seen on the aircraft’s radar and Wellington radar also recorded the objects. On the 30th of December an unidentified flying object was again observed, but this time there was an Australian film crew on board the Argosy. Once again the object was tracked by Wellington radar.

In the end the theory was that it was lights from squid boats reflected off clouds, unburnt meteors, or lights from the planet Venus or lights from trains and cars. The theory doesn’t answer the radar coverage and the UFO events remain an unsolved mystery.

NAC freight at Palmerston North with Bristol Freighter ZK-CAM on 24 March 1979. Photo : F B Gavin

By the late 70s the foundational contract with the Railways was struggling. In the financial year to the 31st of March 1979 Safe Air’s Cook Strait service had lost $331,386 due to the increased wages and salaries, fuel, and aircraft hire costs. In June 1979, while applying for approval to increase freight rates by 10% Mr R J S Farquharson, of the Railways, stated that at the present rates the Safe Air service would lose about $357,900 in the current financial year. This was at a time when the world was the in the midst of the 1979 oil crisis and with prices skyrocketing. Safe Air, like all operators, had to cut flights as a fuel-conservation measure and try and curb costs.

Rail-Air operations at Nelson. Bristol Freighter ZK-CVY jacked up to facilitate unloading and loading on 12 January 1978. Photo : F B Gavin

As 1979 ended tenders were let for the construction of the Inia William Tuuta Memorial Airport in the Chatham Islands and Chatham Islanders looked forward to developments in their air service.  

Bristol Freighter ZK-CRM at Christchurch in August 1979

    

Bristol Freighter ZK-CWF at Christchurch in October 1981

 

June 1980 saw 70 deer flown in a Bristol Freighter from Nelson to Hamilton. Although Safe Air was used to flying livestock the deer presented new problems for the airline. Crates previously used to transport sheep had to be modified so the deer could be attended to in flight and blindfolds and hobbles for each animal had to be made. The hobbles and blindfolds were put on the animals while they were still in the truck and each was then given a shot of tranquiliser to sedate it for the two-hour flight. Loading was tricky as each deer had to be carried by stretcher from the truck on to the aircraft, then laid in the straw-lined crates. Two men accompanied the animals on the flight.

The 1980s also saw new opportunities being found for engineering contracts. Safe Air was New Zealand’s main participant in the Australian Nomad project, producing airframe parts valued about $665,000. In August 1980 responsibility for aircraft propeller maintenance from Air New Zealand in Auckland to Safe Air. The new contract saw Safe Air handle propeller maintenance for Air New Zealand, the Royal New Zealand Air Force, Mount Cook Airlines, the Civil Aviation Division of the Ministry of Transport. Other customers included the Royal Australian Air Force, whose Hercules blades were serviced, Air Pacific, Polynesian Airlines, East-West Airlines (Australia), Airwork (N.Z.), Ltd, and Sampati Air Transport  (Indonesia).

In October 1980 it was announced that the Government was looking at ending the Rail-Air contact after the Post Office, Railways, Ministry of Transport and Treasury agreed that the Railways contracts with Safe Air should not be renewed. Media coverage suggested that the Post Office would save at least $300,000 a year if it turned the mail contract over to the ferries and that the Railways would gain by more than $1 million a year from the new business. This year's loss on the Rail Air contract - because of falling freight levels - is estimated at, about $400,000. While a Nelson Railways spokesman was not able to comment today on the latest moves a previous report of the Nelson freight situation indicated that on two days out of three one Bristol freighter would leave Nelson empty. Nelson on average gets two flights a day from Wellington and return.

A gloomy day at Auckland for Hawker Siddeley Argosy ZK-SAF on 25 August 1980

During  1980 construction continued on the new airport on the Chathams. The presumption had always been that when the new airport was opened that an Air New Zealand Fokker Friendship would operate the service. Air New Zealand had two 500 series Friendships with large cargo doors and these aircraft would have been ideally suited for the service. The 500 series accommodated 48 passengers as opposed to the smaller 40 seat 100 series Friendships. Air New Zealand used ZK-NAN and ZK-NAO on the Auckland-Norfolk Island flights and on their busier domestic services. Because of the demand on them, in November 1980, Air New Zealand informed the Government that it was unlikely to be able to spare these specially equipped Friendships for a day-time service to the Chatham Islands. At the same time Safe Air and Air New Zealand jointly suggested to the Government that Safe use its Argosy aircraft on the Chathams run. Media reported that the Internal Affairs Department, which administers the Chatham Islands, is understood to be unhappy with the new Safe-Air New Zealand plan, especially when plans to operate Friendships were so far advanced. Worse, the department has discovered that the uncompleted airstrip will have to be even longer if Argosies are to be used. This will cost an extra $190,000. It has also found that the Argosies will lose more money on the thrice fortnightly service than the Friendships - a loss which will probably have to be met by Government subsidies. It will also cost 100,000 to convert Safe's all freight Argosys to passenger carrying aircraft.

Despite fears to the contrary, on the 13th of November 1980, it was announced that the Government would renew the contract between the New Zealand Railways and Safe Air, Ltd, for the rail-air service across Cook Strait. The Minister of Transport, Mr McLachlan, said, the renewal of the contract, with the Post Office sub-contract with the Railways for the carriage of mails on the service, should ensure the continuation of the air link between the North and South Islands provided by Safe Air. “I can assure the people of Blenheim that the Government has the highest regard for the Safe Air services, and there should be no question of Government support.”

At its peak Safe Air operated eleven Bristol Freighters but the 1980s were to see them exit the fleet. The first to depart was ZK-CAL which operated its final Safe Air services on the 12th of December 1980. The second departed the fleet for different reasons.

On the 14th of January 1981 Bristol Freighter ZK-CAM, "Merchant Venturer" was landing at Woodbourne when, towards the end of its landing roll, its undercarriage collapsed, the aircraft slewing across the runway. Captain Alan Graham and First Officer Clive Coates, were unhurt. "We didn’t have time to be worried.” First Officer Coates said, “I have had more heart-stopping situations when I was a topdressing pilot.” Des Lynskey said the aircraft which crashed was capable of rejuvenation, but no decision had yet been made on whether the aeroplane would be put in the air again. Eventually, with the retirement of the Bristol Freighters expected within two years, the decision was made for the aircraft to be written off. Both ZK-CAL and ZK-CAM were officially cancelled from the register on the 14th of May 1981.

Bristol Freighter ZK-CAM at Woodbourne in happier days. Photo : D White Collection

Meanwhile the investigations into ZK-CAM's undercarriage collapse revealed the problem in the collar or corset component of the undercarriage leg. Des Lynskey said, the rate of spread in cracks was “very small.” There had never been a problem with cracks leg before in the Bristols’ 28 years of existence, he said. Maintenance was done “very strictly” in accordance with a series of manuals, he said, and they specified only visual inspections of the corsets. There was “no point” in taking the corsets off because it was “so much trouble” and “time-consuming.” The exercise involved “disembowelling the leg to do it properly,” he said. The cracks were about as “thick as a fingernail” and the largest was about a “quarter of an inch long.” Airline sources have said the cracks could easily be seen after dye testing. The Bristol Freighters had been grounded following the incident but having isolated the problem the fleet was checked and all but one aircraft were back in the air within two days, the inspection of the last aircraft having been thwarted by fog in Auckland.  

Two months later there was another undercarriage collapse. On the 21st of March 1981 Argosy ZK-SAE was being worked on at Woodbourne airport when without the undercarriage collapsed, in the process damaging Bristol Freighter ZK-CLT. Fortunately the aircraft engineers had moved away from the aircraft just minutes before the incident. An airline source said there had been two systems on the aircraft to lock the main wheel struts - the one used while flying to lock the wheels up or down, and a second backup system used during maintenance. However, it seemed neither had stopped the lefthand wheel strut from collapsing. Safe Air’s general manager, Des Lynskey said work was being carried out on the Argosy on the tarmac, including a nose wheel change, while hangar space was awaited. A lock on the port side wheel had broken, causing the aeroplane to “dip down on one wing.” It also “brushed” against a Bristol. Mr Lynskey said the “inhouse incident” was “most unfortunate.” It could be a few days or two weeks before the damage was repaired, and. it was annoying for the airline’s scheduling.

Bristol Freighter ZK-CRK being loaded at Wellington. Photo : Ross Baker, MOTAT Collection

In early 1981 the Railways Department established a new initiative which used Safe Air’s services. Their new overnight “Fastrak” parcels service involved a guarantee of delivery for parcels up to 25 kg dropped off at the railway stations at Wellington or Christchurch to be delivered in the other city by 9 a.m. the next day. The service works by uplifting pallets of parcels at Wellington, flying them by Safe Air freighter to Blenheim. and transferring them to an express train to Christchurch. Some ferry space is also used. Previously, most parcels went by ferry and had to be dropped at the parcels office by about 1 p.m. to be sure of arriving in Christchurch the next morning. The Railways Department hoped to extend the service to all main centres by the end of 1981.

Meanwhile Safe Air’s maintenance woes continued with tail cracks in both Safe Air’s Argosies. The Press on the 16th of May 1981 reported, both planes are out of service. One is still being repaired after a wheel collapsed six weeks ago. The second has not flown this week. Air New Zealand is running a DC-10 between Christchurch and Auckland at night to maintain a freight link. Safe Air engineers are still waiting for parts from Britain to repair the Argosy which collapsed on the Woodbourne tarmac on March 21. A Bristol Freighter was also damaged when the Argosy tipped on to one of its wings. The Blenheim airline's second Argosy was taken out of service last Sunday. It is unlikely to be back in service before the end of the month. Safe Air's general manager, Mr D. P. Lynskey, said yesterday there was some "tidying up to do round the tail end of the two planes. Apart from the accident repairs to the first Argosy, the freight airline was doing "some structural updates" to the two planes. It was a convenient time to do such work because the airline's busy season did not start till July. “They haven't been grounded at all," Mr Lynskey said. "We have withdrawn them." While waiting for parts for the damaged Argosy, the airline had decided to go ahead and do a full structural audit.

On the 30th of June 1981 the new airport was opening on the Chatham Islands. Almost 500 of the 750 750 residents of the Chatham Islands turned out at the airport for the arrival of the Ministry of Transport Fokker Friendship ZK-DCA bringing the Prime Minister, Rob Muldoon and wife, the Minister of Internal Affairs (Mr Highet) and Mrs Highet, the member of Parliament for Lyttelton (Mrs A Hercus), and the member of Parliament for Western Maori (Mr K Wetere). Other visiting aircraft during the day included Safe Air Bristol Freighter ZK-CLT which had flown the regular service and Associated Air's Piper Aztec ZK-ERM, and Air New Zealand Fokker Friendship ZK-NAO making it the biggest day in the Chathams’ aviation history. In his speech the Prime Minister said, “The new air service to the Chatham Islands should be running “well before the end of this year.” Mr Muldoon said that he had hoped to be able to announce the nature of the future air service, but negotiations with possible operators were still taking place.

Bristol Freighter ZK-CRK at the new Inia William Tuuta Memorial Airport on the Chatham Islands. Photo : D Walker Collection

On the 11th of September 1981 the Press reported that increasing air cargo to and from Invercargill has prompted Air New Zealand to start a new freight service between Invercargill and Christchurch. Bristol Freighter aircraft will fly between the two cities on Tuesdays to Fridays inclusive. The service would improve the frequency of cargo flights and give Invercargill additional freight space, said Air New Zealand's cargo manager, Mr G. Lister. The delivery times of the overnight Jet-X service would also be improved. “Urgent inward cargo will be delivered to Invercargill consignees by 9.30 a.m. on week-days,” Mr Lister said.

In B M Robertson’s detailed account on Safe Air’s Bristol Freighters in the Aviation Historical Society of New Zealand's Journal (Volume 29, Number 3), he includes details of Safe Air’s Bristol Freighter schedule as at October 1981.

Schedule No   Dep    Days               Route (client)      
1                    0515   W Th F           CH-NV-CH (AirNZ) -WN-WB (NZR)
2                    0315   Tu                  WB-CH-NV-CH (AirNZ)
3                    0645   M                   WB-WN-WB-WN-CH-WN-WB (NZR)
4                    0700   Sa                  WB-WN-WB-WN-CH-WN-WB (NZR)
5                    0545   Tu W Th F      WB-WN-WB-WN-CH-WN-WB (NZR)
6                    2045   Tu W Th F      WB-WN-CH-WN (NZR)
7                    0745   *                     WB-WN-CI-CH (DIA)
7                    0800   *                     CH-CI-WN-WB (DIA)
9                    0745   Su                  WB-CH-WN-WB (NZR)
10                   1100   M                   WB-WN-NS-WN-CH-WN-WB (NZR) or
                      1350   M                   WB-WN-CH-WN-WB (NZR)
11                   1100   Tu W Th F      WB-WN-NS-WN-CH-WN-WB (NZR)
12                   1445   M Tu W Th F  WB-WN-NS-WN-CH-WN-WB (NZR)

Notes

There was no Schedule No 8 In October 1981.

CH = Christchurch; CI = Chatham Is; NS = Nelson; NV = Invercargill; WB = Woodbourne; WN = Wellington.

AirNZ = Air New Zealand; NZR = New Zealand Railways; DIA = Department of Internal Affairs.

* Schedules normally 3 times per fortnight; departure times could be varied in accordance with then current timetable.

Hawker Siddeley Argosy at Palmerston North on just before Christmas on 23 December 1981. Photo : F B Gavin

On the 23rd of December 1981 Allan Highet, the Minister of Internal Affairs, announced that the new Chatham Islands air service to begin in April next year will be run by Safe Air. Ltd. using Argosy aircraft. With the opening of the new airport on the Chathams, incorporating a sealed runway, the larger and faster Argosy would provide a more efficient air link. A Government subsidy would be paid to the airline to keep passenger fares and freight rates at a reasonable level. The new air link would continue to serve both Christchurch and Wellington, he said. It would cut flight times by about an hour or more and would be capable of carrying all the mail and freight offering, without the continual risk of offloading because of weather conditions. as had happened occasionally in the past. Passengers would be carried in pressurised cabin conditions with seating, refreshments. and other amenities up to Friendship standards as provided by Air New Zealand on domestic routes. Mr Highet said he was certain that the people of the Chatham Islands would be well satisfied with the improvements in the service. Government still had to pay an annual subsidy for the service, but this was expected to drop from about $525,000 to less than $300,000. It was also announced that the savings will be made by partly giving the service over to private enterprise. Instead of having the Internal Affairs Department running it, using Safe Air as its contractor, the airline will be in charge.

A couple of photos of Bristol Freighter Rail-Air operations at Christchurch with ZK-CPT 

and ZK-CRK. Photo : NZ Aero Products

Meanwhile, the next Bristol Freighter to depart the fleet was ZK-CVY. It was withdrawn on the 14th of December 1981 and it was cancelled from the register on the 25th of March 1982.

Bristol Freighter ZK-CVY at Woodbourne. Photo : Choice Aviation Photos

As part of the project Safe Air had to build passenger capsules for the Argosy similar to those used on the Bristol Freighter. Passenger accommodation on the Argosy was for thirty passengers in a removeable air-conditioned capsule which was fitted with Boeing 737 seats. The Press reported, three capsules are planned - one each for Christchurch and Wellington, with a spare being kept at Blenheim. The capsule will be removed when the aircraft is on other services. In the first year of the five-year contract for the Chatham Islands service, Safe Air will provide 78 return flights to the islands. Most of the flights will be from Christchurch Airport, where. the. airline believes the greatest demand for the service exists. The airline's public relations consultant, Mr Geoffrey Bentley, said that the new service would be less frequent but would carry more passengers. Three return services are scheduled for June, four in July, and five each in August and September. Only, one passenger capsule has been completed, and until the second is ready, sometime in August, all flights will be out of Christchurch. The Government will provide a flat-rate grant for the service and it will be up to the airline to make it profitable using passenger fares and freight rates. The Chatham Islands service is the only passenger service run by the Blenheim-based airline. Delays in developing the capsules meant the Argosy didn’t take over the service until the 16th of June 1982 with Hawker Siddeley Argosy ZK-SAE making the first Christchurch-Chathams return flight.

In early August 1982, in another unusual airlift, the New Zealand Forest Service chartered Safe Air two fly 80,000 tree seedlings, 60,000 rimu and 20,000 Tasmanian blackwood, from Hamilton to Hokitika. The seedlings which were grown at the Cambridge nursery were flown down on two Bristol Freighter flights on the 5th  and the 6th and were to planted in Central and South Westland.

Bristol Freighter ZK-CLU at Hokitika in August 1982 delivering tree seedlings for planting

In October 1982 the Railways Corporation announced that the Nelson Rail-Air service would close by the end the year. The Christchurch district traffic manager, Mr Roy Campbell, said Rail Air was not paying its way two years ago, but the Government decided to continue the contract with Safe Air for another three years. This is due to expire in December 1983 but as far as the corporation is concerned this is too long for the Nelson-Wellington segment. Mr Cameron said the corporation had discussed the Nelson-Wellington service with Safe Air officials and it was mutually agreed to phase out this link by Christmas.

On the 11th of December 1982 the Nelson Evening Mail reported that Nelson Motor Body Builders Ltd, which specialised in making truck decks for North Island assemblers and retailers, were started their own service between Nelson and Wellington. The company had chartered a Bristol Freighter once a week and arranged a back load. "We're putting our money where our mouth was when we said the service should have been economic for the railways. Our airline's first load goes out on Monday afternoon. We're hoping our service will soon attract enough business to have two flights a week. "We'd prefer two half loads of our decks a week rather than one a week. Of course, you can't beat a daily service and Rail Air has been very good in the past." Over a year his company sent about 2000 truck decks north. Motor Body Builders' owner, Mr Herb Fox, said the company

Mr Fox said the secret of success with any freight service is to have back loads so vehicles or aircraft are filled both ways on a journey. There was enough freight from Wellington to fill the flight in and the company's decks would fill the freighter on the way back to Wellington. "We believe it should be an economic service. I'll go further and say it is definitely economical. We'll be pleased if it can be expanded into two flights a week. After all, the more frequent the service the better it is.

Meanwhile Nelson’s Rail-Air service ended on the 24th of December 1982. Bristol Freighter ZK-CRM flying the last Rail-Air flight into and from Nelson.

This was not the end of Bristol Freighter services to Nelson. As well as the Nelson Motor Body Builders flight, TNL (Transport Nelson Ltd) also chartered Safe Air to operate a Bristol Freighter a nightly link from Nelson to Wellington. On the 22nd of January 1993 the general manager of the freighting division of TNL, Mr Peter Ammundsen, was quoted in the Nelson Evening Mail saying support over the holidays had been pleasing, but now things were setting back to normal it was hoped patronage would increase. “We would like to get per another 30 per cent, particularly Wellington-bound. "We need more support from people in Nelson and Marlborough sending things north. "It costs about 20 per cent more to send by air than the ferry, depending on the sort of freight you have. But we deliver overnight, door to door if necessary, with maximum security for the freight and the shortest possible delivery time." Mr Ammundsen said with Rail Air the system was for the rail staff to fill two cargons, the freight for which had to be delivered to the rail depot for consolidation. "It took only two of these to fill a Bristol Freighter. We are using cargonettes, eight of which fill a Bristol. "This means customers can fill their own containers at their leisure or deliver the goods to us to consolidate. "This offers complete flexibility and security. We also accept freight up to 6pm and the same in Wellington – and it will be delivered at the other end by 6am the next day. "Our service costs more than Rail Air would have charged but we aren't subsidised by the taxpayer at an artificial level and we offer better service.

The managing director of Motor Body Builders, Mr Herb Fox, said, he had received many enquiries from people interested in using surplus space on his weekly return service. "We have talked with TNL about doing away with our service and using their daily link, but nothing has been resolved yet. "It would be more convenient for us to have a daily service, but it boils down to price. "It's still very economical for us to have the weekly run. We could do with more freight, but we're still happy.

March 1983 saw a changing of the guard with Safe Air’s long-standing general manager Des Lynskey replaced by Ron Tannock who had been Air New Zealand’s commercial services manager in Auckland. Soon after he took over the Press reported Safe Air was looking for new aircraft… More recently, with doubts surrounding its future, the freight airline had countered the expensive problems of falling freight volumes and an ageing fleet of planes. Much of the airline's business activity now came from its engineering centre, where components are manufactured and propellers overhauled. But the airline's new general manager, Mr Ron Tannock, sees a bright future in the freight business and this week talked of new planes being a strong possibility. The airline, which employs 250 people, has begun a major review of its business activities. Mr Tannock said the review would cover a wide range of topics including finance, marketing and engineering. The marketing section of the review would study closely the type of freight service Safe Air should be offering. "Once that has been done we will start looking at new planes," Mr Tannock said. Safe Air now uses two Argosies and four Bristol Freighters.

Safe Air's two types at Christchurch on 16 April 1983... Hawker Siddeley Argosy ZK-SAE in the foreground and Bristol Freighter ZK-CLU in the background

In November 1983 Safe Air Ltd, won a $3 million New Zealand Post Office contract to carry mail between Wellington and Christchurch. Previously Safe Air had carried the same mail between Wellington and Christchurch as part of its contract with the New Zealand Railways Corporation. This announcement was offset by the news that the Rail-Air contract with New Zealand Railways would end on the 31st of December 1983 because of on-going losses.

The Press, 23 December 1983

Responding to the loss of the Rail-Air contract Safe Air relaunched its own scheduled car ferry service between Wellington and Blenheim. This service commenced on the 26th of December 1983 with Safe Air offering four Bristol Freighter flights in each direction daily, from Monday to Saturday. Two cars and up to eight people were able to travel on each flight. The basic fare for a car and driver was $179. Additional adult fares cost $29 and children’s fares $19. Allowing time for checking in, it took about 70 minutes to fly a car across, compared with the five hours it could take on a ferry, Mr Tannock said.

Bristol Freighter ZK-CRM was retired on the 4th of May 1984 and the aircraft was cancelled from the register on the 5th of July 1984.

While Safe Air was retiring their Bristol Freighter fleet in 1984 a new airline, which traded under the name Hercules Airlines started an Auckland-Christchurch air freight service using Bristol Freighters. In September 1984 Safe Air responded by announcing their own Christchurch to Auckland Bristol Freighter service. Safe Air’s marketing manager, Mr Denis Morgan, said that the service would run from Monday to Friday. 

The Press, 18 December 1984

Another Bristol Freighter ZK-CWF operated its last flights on the 2nd February 1985. This aircraft had been rebuilt using the fuselage of the original ZK-AYG. It was cancelled from the register on the 12th of March 1985. This left Safe Air with four Bristol Freighters, ZK-CLT and ZK-CRK which were used for the Chathams service and the two pure freighters, ZK-CLU and ZK-CPT.

Removed from service Bristol Freighter ZK-CWF at Woodbourne on 15 January 1986

One of the Bristol Freighters used on the Chathams run, ZK-CLT at Christchurch on 14 September 1985

Bristol Freighter ZK-CPT at Christchurch on 28 September 1985

The following year, in October 1985, Safe Air scrapped its scheduled car ferry service between Wellington and Blenheim. General manager, Mr Ron Tannock said in the Press, when Safe Air lost business from trade cars, which comprised the bulk of the vehicles carried, taking private cars too became difficult. The airline's Bristol Freighter aircraft could carry two cars but with occasional bookings for just one car half the aircraft was taken up with a single load, and with more freight flying one way than the other, a round trip would be flown for just one car. Mr Tannock. said that Safe Air would still carry cars, depending on space availability, for $220, including the air fare of the driver. The other reason for ending the car ferry service was the impending retirement of Safe Air’s Bristol Freighters which was announced for February 1986.

With a grim future for Bristol Freighter operations in December 1985, in a surprise move, Safe Air Ltd announced that it would begin a new passenger service for commuters in both the North Island and South Island from early next year. Safe Air's general manager, Mr Ron Tannock, said that he did not see Safe Air posing a threat to other operators. "We are taking advantage of a market opportunity," he said. Mr Tannock said in Blenheim that the board of directors of the company had approved on Tuesday and purchase of two commuter aircraft each with a capacity of about 20 passengers. The company is still discussing with suppliers which aircraft it will buy and has not given details of the routes except that they will service some provincial routes and some new routes.

On the 20th of January 1986 the Dominion reported that Safe Air is about to place a multimillion dollar order of aircraft to replace its aged Bristol Freighter fleet. The airline's general manager Ron Tannock told The Dominion last night that a final decision would be made soon on which of three types of aircraft would be chosen for the airline's new role of commuter services. The airline is considering the Beech 99, British Aerospace Jetstream 31 and the Fairchild Metro III. The airline intended originally to replace the 40-year-old Bristols with a similar large aircraft, possibly Fokker Friendships, to maintain its pure freight niche. That was over-ruled by the company's owner, Air New Zealand, which saw the airline in a feeder role. The freight carrying will continue with the company's two four-engined Argosy aircraft. The airline expects to buy the aircraft, each worth several million dollars, soon and "move into the marketplace" in the near future, Mr Tannock said. Routes for the new service had yet to be announced, but would probably take up part of the spare custom left by the collapse of Air Albatross. 

Nothing ever came of Safe Air’s commuter airline plans. Part of the reason for this was Safe Air’s pilots were part of the Airline Pilots Association and negotiations had struggled to reach a settlement on salaries and conditions for the pilots on smaller aircraft. With Air Albatross’s collapse Air New Zealand was able to delay developing commuter airline plans but they did come to pass in 1988 when Air New Zealand purchased Eagle Air and a 50% stake in Air Nelson.

In 1986, the retirement of the Bristol Freighter fleet started off in earnest. Bristol Freighter ZK-CRK operated its last flight on the 3rd of January 1986 and ZK-CPT operated its last flight on 7th of February 1986. Both were cancelled from the register on the 28th of April 1986.  

Nearing the end... Bristol Freighters ZK-CLU... 

...and ZK-CRK at Woodbourne on 15 January 1986

Meanwhile, on the 20th of January 1986 the Dominion’s Martyn Gosling got to experience a flight in one of Safe Air’s Bristol Freighters ahead of their retirement. 

The first Bristol Freighter flew on December 2, 1945. It was one of a new breed, a second generation airliner and designed solely for freight in a style that has never been matched. Safe Air is one of the last operators of Bristols. The old planes haven't been beaten by time wearing away at their wings, but by the men who made them. Bristol is no more and spare parts today come from cannibalised wrecks of planes that were flying yesterday. No one is making engines or axles or brake pads or windscreen wipers - not even Safe Air which has a world name for small runs of elusive parts. 

Two of the last Safe Air Bristols retired this month and the two that are left, the survivors of a fleet of 11, will go to pasture within a few weeks. Safe Air, which made its name out of flying freight, is becoming a commuter airline with its brace of four-engined Argosies left to do the cargo runs. And within the next three to five years they too will fade away. They just don't build big slab-sided, short to medium haul, freight planes any more. A small but significant slice of New Zealand's colourful aviation history will die with the Bristols. It sounds like time to fly one. 

We walked out to the Freighter with Merchant Hauler painted on the nose and registration CLT on the tail. Captain Steve Petersen and First Officer Peter Vincent had already made several trips across the strait since 5am. The washed-out cargo hold was still dripping the remains and hopefully the smell of a fish consignment. 

Some planes have the rakish lines of a shark. The Freighter looks like an over-fed whale and a beached one at that. It's a big plane. Reminiscent of World War II bombers, the Bristols are the last of the big piston-engined aircraft. Thick black oil streaked back from the 2000-horsepower Bristol Hercules radial engines, trailing across the streamlining of the fixed undercarriage. "There's always oil," Steve said. "But as long as there's oil coming out you know there's some inside. They go through about a gallon an hour." 

Steve Petersen, tall and slim, with the trimmest of trim beards and the lankiest of walks, has been with Safe Air for 10 years including seven on the Argosies. For the last year he has commanded Bristols and is sorry to see them go. "They've been part of Blenheim for 30-odd years. They've contributed greatly to the area's productivity - moving all that farm produce and fish across the strait. And people down there won't be able to sleep without us buzzing around. "And besides, there's nothing to match them for flying. His partner Peter Vincent is short and dark. He has flown with the airline for two years. Before that he was with a commuter airline based at Whakatane for four years. He isn’t pleased with the decision not to replace the Bristols with some other heavy freight plane. Converted Friendships would have been a viable alternative, he feels. 

The co-pilot made the walk round checks while the ground crew completed the paperwork for the five tonnes of cargo that had been loaded through the clamshell nose doors. Dominion photographer Simon Townsley was escorted to a rear door which opened to reveal about half a dozen spartan seats. "You'll need these," Steve said, handing him a small plastic bag. "What the hell are they...?" "Earplugs," Steve said. "You'll need them." Simon climbed in the compartment like a man condemned. In true forties style the Bristol is a taildragger, resting back on a small wheel with the nose pouting up in the air.  

The door to the cockpit is let into the floor of the left-hand clamshell. The pilots squat down on the tarmac and wriggle through into the cargo hold. The pilot went first and disappeared up another ladder to the flight deck where his seat is about six metres above the ground. That makes for an awful long climb up that ladder and through another trapdoor. I wriggled and squeezed and grabbed all the hand holds Peter directed me to and a few more he hadn't even thought of and eventually deposited myself on the flight deck. I'm of average build and on the way up I was thinking of all my hefty mates who would never have made it. I was mindful of the Lancaster bomber's dreaded mainspar that made entry and exit so difficult and wondered whether designers of the day decided the only way to keep crews was to let them in and not let them out again. The Bristol had more trapdoors and hatches than the Notre Dame.  

The pilots sit in their own room atop their plane in much the same way as Boeing 747 crews. The cockpit is almost as large, surprisingly roomy for a plane of this size and spacious enough to make a 737 or DC9 pilot envious. The single passenger's seat is behind the co-pilot and right under the escape hatch. On warm days the pilots unlatch the hatch and the airflow sucks it open a few centimetres allowing refreshing circulation. A steel latticework, once the home of valve radios and now the repository for unidentified black boxes, rose on my left. I was given a headset of indeterminant vintage and plugged in. 

The throttles, pitch and mixture controls had been manhandled and caressed, cursed and coaxed by generations of pilots. Steve, and Peter rhythmically called out their checks knowing CLT was years older than they were and had been through the routine far more times. The instruments appeared original. The only concession to the modern age were the overhead radios and the horizontal situation indicator beneath the artificial horizon. The dials, include one for the amount of hydraulic pressure available to the brakes - handy and no doubt an innovation in its day. A low and urgent whine emanated from the Hercules motor on the left. There was a clattering, mind-numbing roar as the engine came to life, followed moments later by the deafening din from the radial on the right.  

And romanticism took over. This was the stuff of the movies. Was it The Dominion or Pathe Movietone Gazette I was working for? Was Blenheim our destination or Berlin? 

Every single one of those 50,000 rivets sang in delighted chorus. The noise  squashed aside the outside world. Wellington tower was calling our clearance and we were off. The control locks to prevent the wind slamming up the elevators at the expense of the pilot's wrist were removed. The throttles were held forward with the propeller pitch controls. Full power, full fine, and the engines sounding fit to burst. I wondered how Simon's earplugs were coping 20 metres behind me.  

Between 60 and 80 knots the great tail rose off the runway and the bullock lumber changed to a carthorse plod as CLT gathered that extra bit of speed and eventually, with a gentle coax from Steve, kissed the ground goodbye. At 30 metres the throttles and a pitch controls were adjusted to give 2400 rpm at 120 knots. The rate of climb indicator showed a respectable 450 metres a minute - about double that of the Argosy and not to be sneezed at by far younger pretenders. The 32.92 metre wing dipped, to the left and crossed downtown Wellington at 450 metres, the sunlight glinting off the windows of office workers. The power and pitch were adjusted again to give 1800 rpm at straight and level cruise. Our speed hardly increased. The sedate pace maintained to conserve fuel. The Bristol thundered out over Island Bay and a flat calm strait.  

Co-pilot Vincent slid out of his seat and I clambered into the right-hand slot. "It's all yours," the captain said. I inched the seat forward till my feet rested on the rudder pedals. Out to my right, just outside the window, the 4.2 metre diameter four-bladed propeller clawed through the air, the spinner dimly reflecting the morning light. The plane seemed to shimmer. "It's just like a big Super-Cub to fly," Steve said. I'd never flown the lightweight but I assumed he meant it would be light and easy. It was. The Bristol was beautiful. Certainly had I been flying a Cherokee Archer or Arrow the journey would have been far faster, but this was real class. It was like shunning the Japanese tin can in exchange for an old Bentley.  

The striking thing was the view. There is nothing in front of a Bristol pilot, visibility is unlimited in all directions except immediately to the rear. But then, there was no nose to balance on the horizon, no external indication of a change in attitude. It takes experience to round out to a nice landing. Slight pressure on the control wheel dipped the nose and fingertips brought it back again. It was positive, light, what you'd expect 5 from a plane that began life on the drawing board as a glider. If flying straight and level had been complicated by the absence of a nose, it hardly made turns any easier. It took a certain amount of muscle on the ailerons to coax a banking turn to the right, then left. But still it was far lighter than could be expected of a plane weighing almost 20 tonnes. The turns were made with only the slightest back pressure on the column and though I couldn't see the turn and slip indicator I had no doubts the Bristol was in balance. I concede it was due more to the designer than my flying. If Bristols are old cows, they are at least friendly old cows.  

From his seat behind me Peter demonstrated an old trick that not only reduced the glare but showed up the Bristol's design era. A sheet of paper placed against the side screen was sucked and held in place by the slipstream outside. They don't build planes with those sort of draughts any more. Ahead and to our right we spotted another Freighter making its run in the opposite direction. Most planes, however sluggish they appear on the ground, adopt an aura of beauty in the air. The Bristol is not one of those aircraft. I adjusted the trim wheel to correct a slight tendency for the nose to drop. My fingers tickled the controls with growing fondness. I felt as safe as houses. The engines thundered on, drowning us in a wave of noise and nostalgia. The coast was looming up. I banked and turned toward Berlin... I mean, Blenheim.  

I lined up on Woodbourne field. Steve suggested it might be I a good idea to let Peter have his seat back. With great reluctance I silently agreed. I took my back seat, adjusted the ancient headset and contemplated that alongside the Tiger Moth and the DC3 the Bristol Freighters were a rare bird which I was one of the privileged few to have flown. The captain held 110 knots till 152 metres, gradually easing back to give us 90 over the threshold. He held the column further back for what should have been a touchdown at 70. But the heat was already shimmering off the tarseal and the captain struggled to hold direction and attitude as the Freighter floated along. The touchdown, when finally it came, was like a feather.  

Our cargo included several pallets of general freight and a car and all were transferred in less than five minutes. When conceived, it was one of the first forms of palletising cargo. The box-fuselage lent to easy and efficient handling and stowage through the nose doors. The only limit was the hold length of 9.65 metres and height of 1.88 metres. A special passenger tube can be inserted to elevate facilities above the primitive and every year the fleet carries 35,000 head of stock, excluding dolphins, donkeys and day-old chicks.  

Overseas the Bristols have seen less peaceful service, even flying light tanks into the French Dien Bien Phu fortress in Vietnam in 1953. "The Freighters could be kept in the air, but with difficulty," Safe Air's marketing manager Garry Ransby said. "They need a considerable amount of work to keep them to the required level. "It's like using an old Bedford truck. They were brilliant in their day, but technology has outgrown them."  

On the mid-afternoon flight home with a new crew I declined the ride in CLT's cockpit. I needed time to ponder. I wasn't given plugs for my ears. I plonked down in one of the four hard seats in the back. There were no other passengers. I was sharing the hold with general cargo and an extremely long roll of carpet. And the smell of fish. It was a lonely trip, as 50,000 rivets, flying in formation, rattled in cacophonic unison. The pilots and Simon could have baled out and I'd never have known. There was so much room that I wandered about, peeked around the canvas curtain at the cargo, and peered out the door window at the sea below. The noise was incredible. A door let into the rear bulkhead and a sign indicated the toilet lay behind. Simon had mentioned this and said it deserved inspection. He didn't say why. It is the biggest bathroom in the history of aviation. Standing at the door, looking back to the control lines and tail cone, the lavatory was on the left, complete with handrail sturdy enough to restrain a bull, a fold-out basin on the right and beside that a window. On a cold night crossing it would be a real experience.  

A bell rang, Wellington was looming large through the windows and I resumed my seat, buckling in firmly. Flaps like sheets of roofing iron dropped into place beneath the wings. Our landing was hard, the right wheel bounced. Home. The Hercules radials, soon to be silent forever, thundered their swansong as we taxied back to the cargo terminal. Outside the sun glowed off the stained alloy. It seemed a shame. The old Bristols had given their best for so long and now were faced with the knackers yard or slow disintegration at the back of an airfield. One or two lucky survivors will worm their way into museums. Sad yes, but as I sat in the back being rattled to death I considered that it was in this tail compartment that CLT's age really showed. Its days are over. It had all the mod-cons of 1945 no delicacy, no finesse, no wall coverings, just bare aluminium alloy walls complete with struts, ribs. . . and rivets.  

The Press reported on the 4th of February 1986 that Safe Air had purchased two reconditioned Bristol engines which were expected to breathe more life into the ageing fleet. The company’s general manager, Ron Tannock, said they will probably continue flying for another couple of months.  

In May 1986 Safe Air received a contract to participate in a multi-million job to upgrade the Air Force’s Skyhawk aircraft along with Fisher and Paykel of Auckland, Pacific Aerospace Corporation of Hamilton, and the main contractor, the United States company, Lear Siegler. Safe Air was responsible for the avionics installations and checking before turning the modified Skyhawks over to the R.N.Z.A.F.

The Press, 12 August 1986

At the end of September the final Bristol Freighter flights were flown, Bristol Freighter ZK-CLT made its final Safe Air flights on the 23rd of September 1986 leaving only Bristol Freighter ZK-CLU still flying. The final Cook Strait services were flown on Friday the 26th of September. On the 30th of September 1986 the final Bristol Freighter flights were flown with Bristol Freighter ZK-CLU departing Christchurch for Invercargill at 3.30am before returning to Christchurch and on to Woodbourne. The following day the Press reported, Bristol ZK-CLU landed for the 25,972nd time just after noon, marking the end of its 20-year career with the company and the last landing of any company-owned Bristol. At the controls were Captains Tim Allen and Bob Guard. The historic flight began about 3.30 a.m. when ZK-CLU, known also as Merchant Buccaneer, took off for a return trip to Invercargill. However, it still has one flight left — the trip to its final resting place at the Founders Museum Park in Nelson.

A couple of photos of Safe Air's Hawker Siddeley Argosies with "Safe Air Cargo" titles... ZK-SAE at Christchurch on 9 November 1986... 

...and ZK-SAF with NZ Post Office cargo pods at Christchurch14 June 1986 

This left Safe Air with just the two Argosy aircraft and its engineering work. The airline was still looking for other work, with media coverage in August 1989 reporting that Safe Air was interested in tendering for fisheries surveillance work for the Ministry of Agriculture and Fisheries. “We would see our work under private contract as complementing Air Force work,” said the company general manager, Mr Ron Tannock. MAFFish is considering putting aerial surveillance work for the New Zealand fishery out to private contract by tender. The director of operations for MAFFish, Mr Bruce Shallard, said he believed the work could be done for $2.5 million to $3 million, a year. He said fisheries surveillance was not as efficient as it could be, and it was done by the Ministry of Defence as part of security work.

On the 6th of December 1989 Safe Air leased Fokker F27-600QC Friendship VH-FNQ from Ansett while Argosy ZK-SAE was on heavy maintenance. On the same day it flew from Melbourne to Blenheim via Sydney, Norfolk island and Auckland. It operated across the Safe Air network but particularly on Cook Strait flights. It returned to Melbourne on the 20th of May 1990. 

Leased from Ansett Fokker Friendship VH-FNQ on 5 (above) and 6 (below) March 1990 at Christchurch. Photos : M Beaven

On the 1st of April 1990 Argosy ZK-SAF was on a "routine flight from Christchurch to Wellington about midday when the landing gear failed to lock down on the approach to Wellington airport." The plane was diverted to Woodbourne where emergency services were standing by. The left-hand landing gear, which would not lock into place, collapsed after the plane touched down and slewed off the runway onto the grass. Damage was relatively light considering the circumstances but repairable, Mr Tannock said. The plane was returning to Wellington with a minimal load after taking a full load of cargo to Christchurch. When the pilot was unable to lock the left hand undercarriage for landing at Wellington the Argosy was diverted to Woodbourne. Prior to landing the pilot put the plane through a series of manoeuvres over the Marlborough coast in an attempt to rectify the fault. As he landed the pilot kept the weight of the plane on the right-hand landing gear as long as possible, but when the weight went on to the nosewheel and left-hand undercarriage it collapsed and slewed. "The pilot did a most professional job in landing the plane in such circumstances," Mr Tannock said. Apart from the undercarriage, damage was confined to the fuselage, the outer port engine and its propeller. "We have no idea how long the plane will be out of commission. Fortunately the damage to the fuselage was confined to the sheet metal skin, while the propeller can be replaced, but the engine will have to be stripped to check for any damage." To maintain its freight contracts the company would be flying more hours with its other Argosy plane and would also reassess the capabilities of the F27 which it still has on charter from Ansett Australia, he said.

A rather sad Hawker Siddeley Argosy ZK-SAF at Woodbourne on 1 April 1990. Photo : RNZAF

Even though Safe Air was still operating the Friendship VH-FNQ, the demise of Argosy ZK-SAF had the airline scrambling for a replacement aircraft. On the 24 April 1990 an Interstate Parcel Express Co. (IPEC) Argosy, VH-IPB, was leased. The aircraft was ferried from Australia on the 24th April of 1990. It was placed on the New Zealand register as ZK-SAL on the 8th of May. After undergoing preparation for the Safe Air operation it went into service with Safe Air on the 25th of May 1990. With ZK-SAL not having passenger windows it was confined to pure freight operations with all the Chatham Island flights being operated by ZK-SAE. Meanwhile, the decision was made not to repair ZK-SAF and it was cancelled from the register on the 3rd of October 1990.

Leased from IPEC in Australia, Hawker Siddeley Argosy ZK-SAL at Christchurch on 22 August 1990

The inability to find a Bristol Freighter replacement and the aging of the Argosy aircraft led to the sad announcement on the 17th of August 1990 that Safe Air's airline operations would cease from on the 30th of September 1990 with the loss of 100 jobs. The Marlborough Express reported this was due to the loss of a major charter contract, the low demand in the air cargo market generally and uncertainty over the airline's passenger/cargo service to the Chatham Islands. The limited life of the company's Argosy aircraft had a bearing on the decision, Safe Air’s general manager Ron Tannock said. As well, costs beyond the control of the company, such as increases in airways charges, landing fees and regulatory charges, could not be recovered from the market. The price of aircraft fuel, which was starting to rise, was another unknown factor at present. but would do nothing to improve the situation, he said.

The following day the Press reported on the Chatham Islander's reaction to the news... Safe Air's decision to shut down its airline operation has stunned Chatham Islanders, who have used the service for the last 22 years. The chairman of the Chatham Islands County Council, Mr Bunty Preece, said yesterday's announcement had come as a bombshell. "They have been associated with the island for 22 years and it came as a shock to us all. From our point of view it is quite a loss."

Safe Air’s final flights between Wellington and the Chathams were flown on the 24th of September 1990  and the final flights between Christchurch and the Chathams, and the airline's final flights to the Chathams, were flown on the 27th of September 1990 in Hawker Siddeley Argosy ZK-SAE.

On the 29th a passenger flight was made for aircraft enthusiasts in Argosy ZK-SAE out of Woodbourne.

The final freight flights were flown by Captains Ian Pirie and Allan Graham on the 30th of September 1990 with Hawker Siddeley Argosy ZK-SAE departing Woodbourne for Wellington and then on to Christchurch. The Argosy then returned to Wellington before and the final flight home to Woodbourne. The Marlborough Express spoke to the two pilots…

Captains Ian Pirie and Allan Graham admitted feeling a little sad as they ran through the familiar but strictly observed pre-flight checks for the last time. Captain Pirie said he had mixed, feelings about the loss of the Argosy from New Zealand skies. They were a very comfortable aircraft to fly and much lighter on the controls than their appearance suggested.

Three Safe Air aircraft were preserved. On the 15th of June ZK-CPT was flown from Woodbourne to Omaka for preservation with the Marlborough Aero Club at Blenheim. On the 20th of November 1986 Bristol Freighter ZK-CLU was flown from Woodbourne to Whakapuaka at Nelson, landing on the sand flats before being moved to the Founders Museum at Nelson for preservation. Hawker Siddeley Argosy ZK-SAE was moved down State Highway 6 where it is the star attraction of the Argosy Café. 

So ended the airline history of New Zealand's first freight airline. The company continued to operate his engineering work until 2015 when the Australian division of European aerospace company Airbus bought out Safe Air. Undoubtedly, however, Safe Air will be remembered for its lumbering Bristol Freighters and their 40,000 rivets flying in close formation and for its whistling wheelbarrow Hawker Siddeley Argosies, two types now just a memory in New Zealand skies.

Safe Air's Fleet

Bristol 170 Freighter Mk.31
 
ZK-AYG (c/n 12826) Captain Cook; Merchant Porter
ZK-AYH (c/n 12828) Endeavour
ZK-BEO (c/n 13058) Resolution
ZK-BEV (c/n 12927)
ZK-BJP (c/n 13135)
ZK-BVM (c/n 13255) Blenheim; Merchant Carrier
 
Bristol 170 Freighter Mk.31E
 
ZK-BMA (c/n 12937) Marlborough; Merchant Wayfarer
ZK-CAL (c/n 13154) Merchant Trader
ZK-CAM (c/n13155) Merchant Venturer
ZK-CLT (c/n 13157) Merchant Hauler
ZK-CLU (c/n 13156) Merchant Buccaneer
ZK-CPT (c/n 13126) Merchant Courier
ZK-CPU (c/n 13125) Merchant Freighter
ZK-CQD (c/n 13075) Merchant Ambassador
ZK-CVK (c/n 13179) Never entered service
ZK-CVL (c/n 13192) Never entered service
ZK-CVY (c/n R12937) Merchant Wayfarer
ZK-CWF (c/n R12826) Merchant Freighter                                                      

 
Bristol 170 Freighter Mk.31M
 
ZK-BVI (c/n 13218)
ZK-CRK (c/n 13159) Merchant Islander
ZK-CRL (c/n 13160) Never entered service
ZK-CRM (c/n 13170) Merchant Herald

 
Hawker Siddeley HS650-222 Argosy                    
 
ZK-SAE (c/n 6802) Merchant Enterprise
ZK-SAF (c/n 6801) Merchant Pioneer
ZK-SAL (c/n 6805)         
 
Fokker F27-600 Friendship
 
VH-FNQ       c/n 10315