Capital Air Services' Wellington Aero Club Origins

UPDATED March 2026

Capital Air Services was an airline that was born out of the Wellington Aero Club. This post was originally written by Bruce Gavin and it explores the aero club origins of Capital Air Services. It has been expanded as more information came to hand.

With its important position as the country’s capital city as well as being a major commercial centre Wellington has always been a very important factor in the development of New Zealand’s air services. These reasons plus the city bordering on Cook Strait and its geographical situation being approximately in the middle of New Zealand have further heightened its importance for the growth of air services.

As modern cabin aircraft suitable for air taxi work became available from the early1930s the Wellington Aero Club began to cater for a growing commercial market. In addition to its fleet of basic two seat open cockpit DH.60 Moths the aero club became the owner and operator of larger air taxi and air charter aircraft during the 1930s. 

The first of these was Waco QDC ZK-ACV (c/n 3580) which was delivered to the Wellington Aero Club on the 19th of April 1932. This was put to work on joyriding and charter work. ZK-ACV was only with the Club a short time before being sold to the Otago Aero Club in November 1933. It was replaced by a new Waco UIC ZK-ADE (c/n  3820) which was imported from the United States. After making its test flight on the 6th of December 1933 it entered service with the Club.

Miles M2F Hawk Major ZK-ADJ (c/n 119) was registered to the Wellington Aero Club on the 20th of January 1936. It's tenure with the Club was short-lived as it crashed Maxwell near Whanganui on the 21st of March 1936 after it collided with a fence while force landing due to fuel shortage. This was replaced by Miles M2Y Hawk Trainer ZK-AEQ (c/n 302) which was imported from the UK. Its career with the Wellington Aero Club was also short making first flight at Wellington on the 3rd of December 1936 and being destroyed destroyed near Stratford on the 2nd of June 1937 after it crashed killing the passenger and injuring the pilot. On the 13th of May 1937 Miles M11A Whitney Straight ZK-AFG (c/n 323) was registered to H Edwards of Wellington. When not using the aircraft himself it was made available to the Wellington Aero Club for their charter operations. Percival P.10 Vega Gull ZK-AFI (c/n K.63) was purchased by the Wellington Aero Club fleet in February 1939. However, with the outbreak of the Second World War the Aero Club’s operations were suspended with the aircraft impressed into the RNZAF. 

Two of the Wellington Aero Club's Wacos, ZK-ACV above and ZK-ADE below

After the war the Wellington Aero Club resumed operations. The Percival P.10 Vega Gull was placed back on the civil register as ZK-AKV on the 13th of August 1946 and this was used to relaunch the charter operation. 

The following year, in 1947, the decision was made to purchase a Miles M.65 Gemini 1B and ZK-ANT (c/n 6322). The Evening Post of the 22nd of July 1947 reported that, in appearance, the Gemini is something like a Beaufighter, with a low wing, twin engines, double tail, and large curved windshield. It is 22ft 3in long, 7ft 6in high, and has a wingspan of 36ft 2in. A large streamlined cockpit seats four people sitting in pairs, and excellent visibility is assured by the all-round windows. Built by the Miles Aircraft Company, England, the Gemini is expected to have a maximum speed of 150 m.p.h., cruise at 135 m.p.h., stall at 35 m.p.h., and land at about 40 m.p.h. Weighing 3000lb, she will carry 1227lb, and with 40 gallons of petrol fly 549 miles carrying 901lb. Commenting on the Gemini this morning, Wing Commander Rawnsley said, ‘She is an extraordinarily safe plane. I have never come across another like her. She will make an ideal passenger carrier, having re- markable visibility.” Quoting from press reports on the Gemini‘s performance in England, he said that she was ideal for flying over difficult country or the sea, because of her ability to maintain Or even climb on one motor. Using one engine, she would fly level fully loaded at 1000ft at approximately 80 m.p.h. Her widc wheel track of 11ft gave great safety in landing and taxiing on the ground, he added. If time permits, Wing Commander Rawnsley will test the Gemini this afternoon. First she will be thoroughly examined and checked on the ground, and then in the air her flying and engine performance will be tested.

Also in 1947 the Wellington Aero Club began flying the weekly Saturday evening Sports Post newspaper from Wellington to Blenheim and Nelson, its first regular air service. These flights were made on Saturday evenings if sufficient daylight was available but in winter they were flown on Sunday mornings.

The Wellington Aero Club's Miles Gemini ZK-ANT at Wellington

Demand for flights between Wellington's Rongotai airport and Blenheim increased after the 27th of September 1947 when Rongotai was closed to all NAC's services which were moved to Paraparaumu Airport pending the rebuilding of an enlarged airport at Rongotai. On the 26th of July 1950 the   Marlborough Express reported that Authority to operate a, light aircraft service from Rongotai to Blenheim and other airports in New Zealand is being sought from the Air Department by Mr I. E. Rawnsley, former chief instructor of the Wellington Aero Club. He wants to run a small fleet of three-passenger aircraft giving a. more frequent service than the present aero club.

Application to operate such a service was made possible by the provisions of the New Zealand National Airways Amendment Bill which was introduced and read a first time in the House of Representatives in November 1948. Reporting said, The Bill stipulates that all air services in New Zealand are to be carried on only by the New Zealand National Airways Corporation or in accordance with a permit, temporary authority or contract. It will come into force on February 1, 1949. An air service is defined in the Bill as any service, whether regular or casual, by aircraft for the carriage of passengers or goods for hire or reward. Mr Jones, Minister in charge of Civil Aviation, said the application for a permit by a club or individual would be to the Minister. Particulars would have to be supplied as to the type of aircraft and proposed route. The application would be made through the Air Secretary to the Minister, who would get a report from the National Airways Corporation as to what effect it would have on the national service. It was intended to grant permits for air-taxi work in the main to aero clubs, who had been doing the bulk of this type of work up to now. 

In 1950 the Wellington Aero Club hired Auster J/1 Autocrat ZK-AQL (c/n 2245) to supplement its charter aircraft operations. Sadly it crashed in the Tararua Ranges while on a Wellington to Masterton flight in bad weather on the 28th of October 1951. 

On the 31st of July 1950, following on their being granted licences to conduct public charter air services, the Marlborough and Wellington Aero Clubs commenced operations under a co-operative scheme for the carriage of passengers between Omaka and Rongotai. The Marlborough Express reported that instead of the former sliding scale of charges based on the number of passengers, with the running of trips depending on whether those inquiring were prepared to book definitely and risk paying a high fare, or whether they would travel only if more passengers could be secured to reduce the price per head, the two clubs have agreed on a flat-rate fare of £2, and will accept firm bookings at this figure irrespective of the number carried. The operators are thus accepting the risk of making unprofitable trips if bookings are light, but are hoping that the simplified system will popularise the service and enable them to fill seats more easily than in the past. They are not permitted to run a "scheduled" service — that is, to operate to a strict timetable — but trips will be timed to suit the majority of passengers. The aircraft to be used principally will be the Marlborough club's Percival Proctor and Wellington 's Miles Gemini, each accommodating a pilot and three passengers, plus luggage. Each club will take advantage of the other's trips to accommodate travellers when it has too many bookings or when it is more economical to back-load than to run an extra trip. 

Wellington Aero Club, 12 August 1950

Marlborough Express, 20 January 1951

Marlborough Express, 30 October 1951

In 1951 the decision was made to sell the Vega Gull and to replace it with a second Miles Gemini. The Evening Post of the 27th of March 1951 lamented ZK-AKV’s departure… Engineers at the Wellington Aero Club are heavy-hearted. After 13 years 7 months 13 days of constant service “Old Faithful” - Vega Gull ZK-AKV in official language - has made her last flight from Rongotai. In all her years of service “Old Faithful” has never had a mishap and she still has her original engine. Now she has been bought by the Hauraki Aero Club and will go to her new owners after overhaul. The Vega first came to Wellington as the property of Mr. L. Earle Clarke, D.F.C., of Christchurch, who made the second solo flight from Britain to New Zealand in November, 1936. Mr. Clarke was known as the “flying farmer” after he made the fifth solo crossing of the Tasman “‘to get home for the shearing.’ Since, as ZK-AFI, ‘Old Faithful” made her first test flight from Rongotai on August 13, 1937, she has spent more than 4300 hours (six months) in the air and has travelled the best part of 610,000 miles. After Mr. Clarke had used the Vega for some time she became the property of the Wellington Aero Club but, with the war, was taken over by the R.N.Z.A.F. on September 26, 1939. In the Air Force she was christened 571 and served in No. 42 Squadron. On being returned to the Aero Club in August, 1946, she took on her present name, ZK-AKV. For the first 12 months thereafter she was flown on charter flights to practically every aerodrome in the country and added substantially to the club’s funds. “You could always depend on ‘Old Faithful,’ said one of the club’s engineers today. "‘No matter what else fell out of the sky, ‘Old Faithful' would always carry on without mis--hap. She is one of the oldest passenger ’planes in the country, but she had been replaced by another Gemini, as it is now the club’s policy to use twin-engined planes.’’ On the 17th of April 1951 Miles Gemini, ZK-AQO (c/n 6472) was registered to the Wellington Aero Club.

Wellington Aero Club, 13 September 1951

The Wellington Aero Club's Miles Gemini ZK-AQO at Wellington

Some snippets from the Marlborough Express give some indication of the air taxi service. On the 12th of September 1951 it was reported that. A record number of passengers was carried by the Marlborough Aero Club last month in its air taxi service between Blenheim and Rongotai, 445 people being transported across Cook Strait in 103 return trips. The previous best- month was May of this year, when 432 passengers were carried in 95 trips. The figures for June and July respectively were 86 trips, 370 passengers, and 75 trips, 334 passengers. During the same period Wellington Aero Club aircraft handled probably a further 200 passengers. Similarly, on the 21st of January 1952 it was reported that, While the airliners of the National Airways Corporation are setting new passenger records in the recent air travel boom, little aircraft of the Wellington Aero Club are busily plying back and forth across Cook Strait making their own records. Last month club aircraft, flying unscheduled air taxi services between Wellington and Blenheim out of Rongotai aerodrome, made 190 crossings of the strait and carried 330 passengers. In the 20 years of the Club's life there never was a busier month. Finally, on the 24th of April 1952 it was reported that, If any doubts still exist about air travellers' preference for the use of Rongotai as the Wellington base for the Blenheim-Wellington air route they can be effectively dispelled by the fact that approximately 9000 people crossed the Straits in the 12 months ended March 31 in aero clubs' taxi planes. The Marlborough Aero Club made 2104 crossings of Cook Strait on air taxi work for the year and carried 4514 passengers. During the same time the Wellington Aero Club transported about the same number of people... By using an air taxi a person can be in the centre of Wellington quite comfortably in ¾ of an hour after leaving the Blenheim borough, whereas by going via Paraparaumu the time lapse is about 2¼ hours. The respective flying times are 25 minutes and 40 minutes.

NAC was not happy about the numbers being carried by the the two Aero Clubs and contested their licence appeals. On the 10th of June 1952 The Air Services Licensing Authority granted the Wellington Aero Club a continuous licence for non-scheduled passenger and freight charter services between Rongotai and other licensed aerodromes in New Zeaiand. Mr E. D. Blundell said the Authority was satisfied that the Club had been carrying on in a proper and, indeed, very useful manner. "We appreciate," he said, "that various points concerning conditions to be attached to the licence have been brought to our notice. In particular, there is the question that will arise if and when commercial companies operate from Rongotai. The Authority wishes to reserve its consideration of that." Otherwise, he said, the Authority saw no reason why the Club should not be carrying on in the meantime as it had been in the past. Other conditions included that the fare charged should be not less than 10 per cent more than the fare charged by NAC between Paraparaumu and Blenheim and the licence would continue until such time as a scheduled Rongotai-Blenheim service was instituted, when the matter would be reviewed. 

In March 1953 two events threatened to be the death knell of the Cook Strait air taxi services. On the 11th of March it was reported that strict enforcement of existing flight regulations for commercial aircraft operating across Cook Strait has stopped the Marlborough Aero Club’s air taxi service, and has temporarily affected the Wellington Aero Club’s service. The Civil Aviation branch of the Air Department has issued instructions that aircraft using Cook Strait must be able to glide in from either side. This means that the minimum ceiling would have to be about 5000 ft. Most single-engined aircraft would have to fly considerably higher... The Wellington Aero Club has two twin-engined Geminis as well as a single-engined Proctor and Auster, on its taxi service, and would therefore not be affected. except that the Geminis are temporarily out of commission, and the Club will have to continue an irregular service - whenever weather permits - with its Auster and Proctor. 

A couple of days later it the president of the Wellington Aero Club (Mr. R. K .Jones) was reported in the Evening Post saying, the aero clubs had been operating on a wrong interpretation of existing regulations for about two years. One section of the regulations dealt with single-engined aircraft and said they had to remain within gliding distance of land at all times when over the sea. Another regulation said that radio-equipped aircraft could go 30 nautical miles from land. The clubs had assumed that if their single--engined planes were equipped with radio, they could operate under the second regulation. The Director of Civil Aviation had now pointed out that single-engined planes with radio could go 30 miles from land, but they still had to fly at such a height that they could, if necessary, glide to land. Planes varied widely in their ability to glide, said Mr. Jones. The 5000 feet mentioned as the necessary height applied to few planes, and neither club had one of them. Many planes would have to go up 30,000 to 35,000 feet to glide to land from the middle of Cook Strait, which was hopeless. Also the clubs were subject to visual flying rules. They could not go above cloud if it covered more than five-eighths of the sky. If the cloud was heavier than that, and at a lower height than the plane was required to fly at, the plane could not legally make the trip. As it was impossible to say. in advance exactly what cloud conditions would be like, clubs with single-engined planes would not be able to book passengers in advance. The Wellington club was not greatly affected. It had two twin-engined Geminis, though they were both grounded at the moment tor inspection, Only four clubs in New Zealand had twin-engined aircraft - Auckland, Nelson, Wellington, and Canterbury. All other clubs - including Marlborough – would find it practically impossible to carry passengers over the Straits.

Meanwhile, the Wellington Aero Club had been using Auster J/5F Aiglet Trainer ZK-ATP (c/n 2650) as far back as October 1950 but it was not registered to the Club until June 1953. The Wellington Aero Club's Percival Proctor 5, ZK-ARP (c/n Ae.97) was registered to the Wellington Aero Club in June 1951 and was operated by the Club until 1958. Under the enforced air taxi regulations these aircraft were no longer permitted to fly the air taxi services.

The Wellington Aero Club's Auster J/5F Aiglet Trainer, ZK-ATP. Photo : R Killick

 

Wellington Aero Club's Percival P44 Proctor 5, ZK-ARP, but not wearing its registration

Then, on the 26th of March 1953, the second event that threatened to be the death knell of the Cook Strait air taxi services occurred with the beginning of National Airways Corporation’s De Havilland Heron service from Wellington to both Blenheim and Nelson. The first of these two events ended the  the Marlborough Aero Club's regular air taxi service across Cook Strait to Blenheim but, the Wellington Aero Club, having gained an appetite for such services, continued their operation using their Miles Geminis for some time afterwards until it too petered out. Nonetheless, the success of the air taxi operation was to shape the Wellington Aero Club's future commercial aspirations and operations. 

Evening Post, 14 May 1953

In 1950 the Wellington Aero Club introduced its first Cessna to it fleet with Cessna 172 ZK-BWW (c/n 36894) registered to the Club in May 1950. On the 29th of March 1955 the Evening Post reported the Wellington Aero Club, as part of its long-term replacement policy, is selling a twin-engined Gemini and hopes to buy a Cessna 180. The Cessna, described by one club official as a beautiful little aircraft inside and out, will be faster and lighter than the Gemini. Cessna 180 ZK-BKG (c/n 30376) was registered to the Club in October 1955 and on the 6th of October 1955 Miles Gemini ZK-ANT was sold. 

The Wellington Aero Club's Cessna 180 ZK-BKG at Omaka. Photo : R Killick

On the 31st of July 1957, as development work continued on the new Wellington Airport, the NAC de Havilland Heron service. As this service ended a second Cessna 180, ZK-BUS (c/n 30949), arrived for the Wellington Aero Club. On the 1st of August 1957 the Evening Post reported, when this plane is assembled the club will resume its Cook Strait taxi work earried out before the Herons were brought to Wellington. The new plane is a later model of the present Cessna owned by the club, and cost approximately £4500. It will carry three passengers, plus pilot and it is expected to start operations in about 14 days. On the 23rd of September 1957 the Wellington Aero Club reinstated a twice daily air taxi service to Blenheim using the Cessna 180 ZK-BUS under the name of Wellington Air Taxis. 

Cessna 180 ZK-BUS at Wellington carrying Wellington Air Taxi titles

Evening Post, 23 September 1957

This new air taxi service used an 1800ft sealed strip in front of de Havilland's factory in the south-east corner of the airport while the major works continued on the development of the new airport. On the 8th of April 1958 strip's licence ceased, the Wellington Aero Club's air taxi service across Cook Strait having ended the previous month. Limited club flying activities were permitted after this with the consent of Ministry of Works engineers at Rongotai. 

It was also during the 1960s the Wellington Aero Club’s executive realised that the co-operative aero club model was not suitable for the development of an expanding commercial aviation business as it diverted committee and staff attention away from the club’s membership and potentially left aero club members liable for financial losses.

For this reason, in 1963, the Wellington Aero Club registered a wholly owned private company named Capital Air Services Ltd although the company remained dormant and did not become operational until 1 April 1970 when the aero club’s commercial air service licences were transferred to it. 

From this time on the aero club’s commercial business began to be actively promoted. 

In 1963 and 1964, as Brian Souter recounts, the Wellington Districts Aero Cub as it was known in those days leased/hired three aircraft from a Wairarapa farmer John Meredith. Two Cessna 205's, powered with 260hp Continental IO–470's, ZK-CEZ (c/n 205-0134) and ZK-CFF (c/n 205-0412) and twin engine Cessna 310 ZK-CFG (c/n 310G-0085). The continued lease of the Cessna 310G ZK–CFG was conditional on the aircraft being approved for single-pilot IFR and for variety of reasons this was very very late eventuating. This state of affairs allowed the aero club to relinquish the lease contract without penalty which was the club's saving grace. At that stage I entered into negotiations with the view of purchasing the Cessna 310 but Fletcher Industries won the day and Peter Duggan-Smith and Peter Underwood crewed the 310 during Fletcher's ownership. 

With the departure of the 310 the aero club, in 1965, bought the Piper Aztec PA23-250 ZK–CEU from W S Shackleton in the UK and as they say the rest is history. It was in this aircraft that I became the first pilot to be cleared for single-pilot IFR following a check flight with CAA's airline inspector Ray Corrich. This made the whole operation an economically viable proposition for aero club charter operations. 

The arrival of Piper Aztec ZK-CEU in New Zealand on the 27th of May 1965 was a game changer for the Aero Club. It was placed into service the following month receiving IFR certification in 1968, the first light aircraft approved for IFR commercial carriage of passengers. This certification was followed with approval for single pilot IFR operations. 

The Aztec, ZK-CEU, and Cessna 310, ZK-CFG, were often used to transfer patients from all over New Zealand to Dunedin where highly specialised brain surgery procedures were carried out. The Cessna 310, which had been owned originally by Fletcher's, was mostly flown by the Peter Duggan-Smith whose story is told in the book, "Don't tell My Mother."  At the time of his final flight in Cambodia in 1974 Peter had accumulated more than 17,000 flying hours in no less than 70 types of piston-engine aircraft.

The Wellington Aero Club's Cessna 310 ZK-CFG at Christchurch. Photo : D White

Later the Aero Club employed Murray Turley, initially on a part time basis, to operate the Aztec under instrument flight rules in the carriage of the 'Sports Post' newspapers from Wellington to Blenheim each Saturday evening. Murray Turley was become Capital Air Service’s General Manager and a major influence in the development of the growth of IFR commuter air services in New Zealand.

From April 1966 Murray Turley was employed by the Aero Club on a full time contract basis to develop the IFR twin engined charter work. In 1967 Capital Air Services Ltd., became the instrument of the Wellington Aero Club in continuing the development of IFR twin engined charter flying from Wellington to Paraparaumu, and he was appointed General Manager and Chief Pilot.  

Cessna 205 ZK-CEZ at Rotorua on 28 October 1964.

Wellington Aero Club's Piper Aztec ZK-CEU.

As the charter work increased it was clear the Aero Club needed a larger aircraft to supplement the Piper Aztec. The type decided upon was the Piaggio P166. In early December 1969 Piaggio VH-FSC was was hired from Australian operator, Commuter Air Services Ltd, ahead of the arrival of the Club's own Piaggio P166B, ZK-DAI, which arrived in New Zealand on the 27th of February 1970. 

In the August 1971 issue of the AHSNZ Journal G J Moore described ZK-DAI. The Piaggio was normally fitted out to carry six passengers in addition to two pilots, but the aircraft is able to accommodate nine passengers in comfort.  Maximum payload is 2,900lbs and the roomy cabin enables bulky loads to be transported easily. The large cabin also enables two stretcher patients and an attendant to be accommodated comfortably. The low ground line of the aircraft allows an easy entry to the cabin via the big side door without the need for steps and the large "picture" windows help to create an air of spaciousness inside the cabin. Power is provided by two Lycoming engines of 380hp which are mounted on the high inverted -gull wing and are connected to pusher propellors.

Piaggio P.166 VH-FSC which was leased by the Wellington Aero Club ahead of the delivery of its own Piaggio. Photo taken in Australia

The arrival of the Piaggio was the stimulus for a change and the decision was made to formally separate the Club's traditional aero club flight training and social flying activities and the air charter operation. On the 1st of April 1970 the Wellington Aero Club’s commercial operations were taken over by Capital Air Services Ltd which began to operate as a wholly-owned subsidiary of the Club.

The Capital Air Services story continues at: 

http://3rdlevelnz.blogspot.co.nz/2011/05/capital-air-services-aero-club-to.html

A couple of Wellington Aero Club's charter air charter aircraft. Mooney M20C Mark.21 ZK-CPP (c/n 3266) was used in the late 1960s. Photo taken by R Killick

...and Beech A23-24 Musketeer ZK-DAD (c/n MA-181) which was used in the early 1970s. Photo taken at Wellington by R Killick

As a postscript, eleven years later in April 1981, the Wellington Aero Club briefly returned to operating a regular air service. Following James Air's decision to move its base to Nelson the Club once again saw the opportunity for a twin engined being available for charter work from Wellington and it obtained the lease of a Cessna 320 Skyknight, ZK-EGN. From the 27th of April 1981 the Aero Club commenced a Wellington-Blenheim-Nelson service for carriage of the Dominion. The Cessna 320 proved unsuitable for the work and on numerous occasions two flights had to be flown, a Wellington-Blenheim-Wellington flight followed by Wellington-Nelson-Wellington flight. On many occasions freight, had to be left behind which was either returned to the sender for on-forwarding by other means, or held over for carriage the next day. By mid-July the Club realised that the courier service, which operated on temporary licences, was becoming problematic and it was decided to discontinue the service. This was to lead the establishment of a new airline, Air Albatross, who took over the Wellington Aero Club Dominion service  in September 1981.

Cessna 320 Skyknight ZK-EGN at Hokitika while being used by Westland Flying Services in September 1979.