2001
was a messy year for domestic operations on both sides of the Tasman. On the 20th
of April 2001 Tasman Pacific Airlines and its Qantas New Zealand operation
collapsed. Later in 2001 Ansett Australia collapsed and subsequently went into
liquidation in 2002.
Meanwhile,
on the 23rd of April 2001 the New Zealand Herald reported, Having allowed
its New Zealand franchisee to collapse, Qantas Airways is considering entering
the domestic market in its own right, and at a bargain basement cost. Tasman
Pacific, the company that had been flying as Qantas NZ for less than a year,
went into receivership on Saturday morning at the prompting of its major
debenture holder, the Bank of New Zealand. Transport Minister Mark Gosche said
yesterday that approval for Qantas to fly domestically had been granted last week
as part of what he understood was a contingency plan by the Australian airline
to ensure continuity of service.
"At
the end of the day, the (Tasman
Pacific/Qantas New Zealand) numbers didn't stack up," said Qantas
spokesman Michael Sharp. Mr Sharp said Qantas had several options for its
involvement in the New Zealand market, but it was too early to be more
specific. One of those options would appear to be buying at bargain basement
prices the pieces of the Qantas NZ operation that it needs to connect with its
trans-Tasman flights. Peter Harbison, director of the Centre for Asia-Pacific
Aviation in Sydney, said a "selective re-entry" by Qantas into the
New Zealand market is a strong possibility. "Qantas had the opportunity
before to invest in it, and made it clear it didn't want to. "But it does
want to be in the market. It's, important, albeit not essential, to compete
with Air NZ, at least in the connecting market if not the domestic market.
"If it was going to make any sort of investment, it would sit back and
wait, and perhaps pick up certain pieces in what is definitely a buyer's
market. Certainly it would like the market share."
With
these thoughts brewing it was quite to politic for Australia’s Qantas Airways to
offer domestic services with a Boeing 767 and Boeing 737s to help move stranded
passengers on the main trunk Auckland-Wellington-Christchurch triangle. Interim
flights between Auckland and Wellington and between Auckland and Christchurch began
on the 24th of April. A number of Qantas aircraft were used including Boeing
767-300 VH-OGP from the 24th of April, Boeing 737-300s VH-TAY from the 25th,
VH-TAU from the 30th of April and Boeing 737-300s VH-TAF, VH-TAK, VH-TJA were used
from May 2001. Passengers for these domestic flights were checked in at Qantas’
international counters. After the initial flights a routine was established
where one Boeing 737 operated twice a day on the Auckland-Wellington and
Auckland-Christchurch routes.
Meanwhile,
on the 1st of May 2001 Qantas announced it would launch a domestic
service in New Zealand starting on June 1. Qantas chief executive Geoff Dixon
said the Boeing 737 service would operate 10 round trips each day between
Auckland and Wellington and eight between Auckland and Christchurch. It will
offer business class and economy class. Qantas said it will run and manage the
New Zealand operation.
In
addition to this unconfirmed sources were reported in NZ Herald on the 12th of
May that an arrangement had been reached with Origin Pacific to fly key
tourist routes using planes formerly leased to Qantas NZ. Industry sources say
Origin has secured leases on the five Dash-8 turboprop aircraft to service
Queenstown and Rotorua, as well as the Wellington-Christchurch route. Two of
the aircraft are 50-seaters and three are 38-seaters. planes. Qantas also plans
to fly Boeing 737s, carrying 116 passengers, into Queenstown on weekends,
starting next month in time for the ski season. The Dash-8s will make eight
return trips a day on the Wellington-Christchurch route. Qantas was also in
talks with Nelson-based Origin Pacific to service other routes and
destinations.
Qantas
formally began its New Zealand services on the 1st of June 2001 using four
Boeing 737s to operate 10 return flights a day between Auckland and Wellington,
and eight between Auckland and Christchurch. On the 12th of May 2001 it had
been announced that Origin Pacific would enter a codeshare arrangement with
Qantas Airways. Origin began flying the Rotorua-Christchurch and
Christchurch-Wellington services on the 23rd of July 2001 using two leased
50-seat Bombardier DHC-8-311 turboprop aircraft, ZK-NEQ and NER. Origin’s
services had a Qantas flight number and flight code. Later, in October 2001,
Origin Pacific expanded their contract arrangement with Qantas and began
operating twice daily return services between Christchurch and Queenstown.
 |
Qantas Boeing 737-300 VH-TAF landing at Wellington on 4 June 2001 a few days after formally starting domestic flights in New Zealand
|
 |
| Qantas Boeing 737-300 VH-TJC arrives into Christchurch on 2 July 2001 |
On
the 14th of September 2001, Ansett Australia collapsed and Qantas needed additional
capacity back in Australia. Some New Zealand-based 737s were sent back to
Australia to deal with the aftermath of stranded Ansett passengers. Meanwhile,
to cover the need for capacity in New Zealand, Qantas leased 737s from Air
Pacific and Polynesian Airlines. Air Pacific’s Boeing 737-7X2 DQ-FJF was used from
the 7th of October 2001. Both Polynesian Airlines’ Boeing 737-8Q8s were used at
different times, 5W-SAM from the 28th of October 2001 and 5W-SAO from the 29th
of October 2001.
Ansett
Australia’s collapse allowed Qantas to set about securing the lease of three
ex-Ansett Australia Boeing 737-33As for their New Zealand services. These
aircraft, in the VH-CZR, VH-CZS and VH-CZU, entered service in November and
December 2001. In January 2002 they were joined by a fourth Boeing 737-33A from
the Ansett Worldwide
Aviation Services’ stable. This aircraft, which was registered VH-JNE, had
never seen service in Australia and had spent its whole life leased to Brazilian
airlines. The arrival of these aircraft saw Qantas’ own 737s return to
Australia and they departed New Zealand in November and December 2001. Air
Pacific’s Boeing 737 also finished in December 2001 and the lease of Polynesian
Airlines’ Boeing 737 ended in January 2002.
.jpg) |
| One of the Ex-Ansett Australia Boeing 737-300s, ZK-CZR, on the taxi to the terminal at Christchurch on 16 September 2001 |
Mike
Condon and Brian Lockstone recorded in the AHSNZ publication Aerolog that, during April 2002, Qantas Airways purchased
part of Ansett Worldwide Aviation Services' leasing portfolio from owner Morgan
Stanley Dean Witter & Co. Control of aircraft under existing wet-lease
agreements between AWAS and Qantas Airways was transferred to Australian Wetleasing
Operations P/L, the new aircraft leasing arm of Qantas Airways. Ownership of
the aircraft was retained by AWAS. The aircraft involved are the four Boeing
737-33A aircraft utilised by Qantas Airways on domestic passenger services
within New Zealand These aircraft were registered to Australian Wetleasing
Operations P/L on 24 April 2002.
Earlier,
on the 11th of June 2001, Qantas Airways had established a New Zealand company,
Jetconnect Limited, as a wholly-owned Qantas subsidiary with the intention of obtaining
a New Zealand Air Operator Certificate and placing the aircraft on the New
Zealand civil aircraft register. It was over a year later that Jetconnect Ltd
took to the air in its own right. Jetconnect took over the AOC from Australian
Wetleasing Operations (AWOPS) and began operating Qantas flights. The final
flights in Australian registration were operated on the 15th of October 2002. On
the 16th of October 2002 the four Boeing 737s were transferred to the New
Zealand civil aircraft register with the Australian VH- prefix changing to the
New Zealand ZK- prefix.
 |
| The same aircraft in two registers... Qantas Boeing 737-300 on the Australian register as VH-CZS at Wellington on 24 April 2002... |
 |
| ...and on the New Zealand register as ZK-CZS at Christchurch on 14 April 2003 |
Again
Mike Condon and Brian Lockstone recorded in the AHSNZ publication Aerolog that Jetconnect
Ltd added a fifth aircraft to their New Zealand operation with Qantas Airways'
Boeing 737-376 VH-TAU arriving in Christchurch from Melbourne (QF6017) on 25
October, having completed its final service earlier that day from Coolangatta (QF799).
It then became ZK-JNF (without name) before entering service on the 29th when
it flew from Christchurch to Auckland (QF4124). The additional aircraft
saw services between Auckland and Wellington increase to 12 return flights each
weekday while the Auckland-Christchurch sector is now supporting 11 return
services each weekday. Weekends see a slight reduction on weekday frequency
over both of these routes. This network will now consolidate and remain a five
aircraft operation in the foreseeable future.
Australian-registered
Boeing 737-376 VH-TAV was used briefly over the Christmas holidays of 2002/3
enabling fleet maintenance. On the 4th of May 2003 Boeing 737-376 ZK-JNG
entered service enabling further frequency increases. On the 6th of July 2003
Qantas began weekend flights between Auckland and Queenstown. These were
extended to daily flights from the 22nd of September 2003 and twice daily from
the 26th of October 2003.
.jpg) |
| Qantas' New Zealand timetable effective November 2003. Note the inclusion of Origin Pacific operated flights |
.jpg)
Another
737 followed 4 months later with Boeing 737-376 ZK-JNH entering domestic
service on the 3rd of September 2003. The arrival of ZK-JNH enabled Jetconnect
to begin operating international services for Qantas with New Zealand based
crew and aircraft. These commenced on the 1st of September 2003. From that day
return flights were operated from Wellington to Brisbane, Sydney and Melbourne.
Jetconnect also introduced trans-Tasman Qantas flights between Christchurch and
Brisbane. Mike Condon recorded the start of the Jetconnect operated Qantas
flights in Aerolog… Early on 1 September ZK-JNF departed for Sydney (QF118)
before returning to Wellington (QF47), followed by a further return service to
Sydney (QF48/117). Meanwhile, ZK-JNG left for Brisbane (QF158) prior to heading
back to Wellington (QF57), followed by a return service to Melbourne (QF38/137).
On 2 September, ZK-JNF operated return flights to Brisbane (QF158/57) and
Melbourne (QF38/137) while it was the turn of ZK-JNG to fly two return services
to Sydney (QF118/47/48/117) that day. ZK-JNH was first used on trans-Tasman
services on 4 September when it departed Wellington for Brisbane (QF158), then
it flew to Christchurch (QF55) and back to Brisbane (QF56) before heading for
Wellington (QF157).
2004
saw further routes expansion. This was offset by Qantas announcing its intention to end its code-share arrangement with Origin Pacific from the 31st of March 2004. Origin’s sales and marketing general manager Ewan Wilson was reported as saying, "Origin Pacific Airways entered into a relationship with Qantas under a long-term relationship basis. After a few months, unfortunately, Qantas fell in lust with the girl next door in the form of Air New Zealand, and that has made things a little bit difficult. Air New Zealand and Qantas were now 'determined to get together', which Origin found disappointing.”
With the end of the Origin Pacific alliance Qantas began direct
flights between Christchurch and Wellington and between Christchurch and
Rotorua on the 1st of April 2004. The frequency of the Auckland to Queenstown flights was further
expanded. ZK-CZS flew the first scheduled service from Christchurch to
Wellington (QF4012), ZK-JNF from Wellington to Christchurch (QF4171) and ZK-JNE
from Christchurch to Rotorua (QF4180) and back (QF4183) that day.
Qantas' New Zealand timetable effective 1 April 2004. The Origin Pacific operated flights have gone.
2004 and into 2005 also saw the replacement of the leased ex-Ansett Boeing 737-300s with Boeing 737-376s from Qantas in Australia. The “new”
aircraft with their previous Australian registration included were, VH-TAY which
entered service in January 2004 as ZK-JNA, VH-TAZ as ZK-JNB in May 2004, VH-TJB as ZK-JNC in July 2004, VH-TJA as ZK-JNN in October 2004, VH-TJC as
ZK-JND in January 2005 and VH-TJD as ZK-JNO in March 2005.
The ex-Ansett Australia 737s departed the fleet from July 2004 with ZK-CZR finishing that month, ZK-CZS in August, ZK-CZU in October and ZK-JNE, the last ex Ansett 737 flying its last flight from Auckland to Christchurch (QF4161) on the
10th of January 2005.
 |
| One of the "new" Jetconnect Boeing 737-300s, ZK-JND, departing Christchurch on 27 February 2005 |
From
the 25th of March 2006 Jetconnect began operating thrice weekly Qantas flights between
Auckland and Brisbane supplementing the daily Boeing 767-300 flights operated
by parent company Qantas itself. A couple of days later, on the 27th of March, Jetconnect took over the operation
of Qantas’ thrice weekly service between Auckland and Adelaide.
From
late-2005 Jetconnect started introduce slightly larger 400 series Boeing 737s
to its fleet. The 400 series Boeings were configured with 16 business and 126
economy class passenger seats. Four 400 series 737s were used by Jetconnect. The
first, ZK-JTP was placed in service on the 5th of June 2006 flying from
Christchurch to Auckland (QF4104). It was followed by ZK-JTQ in June 2006, ZK-JTR
in June 2007 and ZK-JTS in March 2009.
 |
| About to depart Wellington on 13 September 2006, Jetconnect's Boeing 737-400 ZK-JTP |
This
led to the start of the phasing out of the 300 series Boeing 737s. ZK-JNH departed
the fleet in October 2005, ZK-JNA in June 2006, ZK-JNF in August 2006 and ZK-JNG
in December 2006.
Jetconnect
operated Qantas flights between Wellington and Christchurch were withdrawn from
the 11th of March 2007. Previously two Boeing 737 flights a day were flown on
the short 45 minute sector and this was deemed uneconomic.
On
the 21st of July 2007 the thrice-weekly Jetconnect operated Qantas flights
between Auckland and Adelaide were withdrawn due to a lack of demand. The final
services were operated by Boeing 737-476 ZK-JTQ as QF54/53.
 |
| A comparison of the difference between the Jetconnect's 300 and 400 series Boeing 737s... Above, Boeing 737-300 ZK-JNO and below the longer Boeing 737-400 ZK-JTP both taken on approach to Christchurch on 12 September 2007 |
On
the 23rd of August 2007 Pacific Blue announced plans for its own domestic
services commencing on the 15th of November. In response Qantas announced
resurrected services between Wellington and Christchurch and a $13 million
upgrade of its New Zealand operations including adding another aircraft to its
New Zealand domestic fleet of four Boeing 737s in early 2008. The Qantas plan
included a $3 million upgrade of domestic club lounges in Auckland, Wellington
and Christchurch, refurbishing aircraft cabins, self-serve check-in kiosks at
airports, an enhanced free food service and morning newspapers, and a free bar
service from 4pm on weekdays. Another $3 million was to be spent on installing satellite
navigation capabilities on several of its jets to improve access to the
lucrative Queenstown destination in conditions of reduced visibility. Qantas
regional manager Grant Lilly said that the extra Boeing 737-400 aircraft
would also help it to improve its on-time performance and offer a better
"disruption recovery capability". That is an area where Qantas has
come under increasing criticism from passengers. Despite scepticism among industry
commentators about the New Zealand market's ability to support three domestic
air operators, Mr Lilly said: "We are here to stay and to do the job as
well as we can. History has shown there isn't room for two full network
carriers [but] we are not trying to be an all-points carrier, and Qantas is
part of a global network."
In
February 2009 changes were announced for Qantas’ domestic and trans-Tasman
operations. Domestically Jetstar was to replace the Jetconnect Boeing 737
operation with Airbus 320s with flights between Auckland and Christchurch,
Wellington and Queenstown. Aligned with this announcement was the news that Jetconnect
would be allocated eight new Boeing 737-800 aircraft for use on trans-Tasman
operations.
The
final Jetconnect Qantas domestic services were operated on the 9th of June
2009. This was an especially poignant day for Rotorua which was the only centre
Qantas destination that was not to be served by Jetstar. The final Qantas
services to Rotorua were operated by Boeing 737-476 ZK-JTQ which flew the final
service from Christchurch, QF2785, and the return sector, QF2784. Later in the
day Jetconnect’s final domestic service was from Wellington to Auckland as QF2728
which was operated by Boeing 737-376 ZK-JNC.
.JPG) |
| Jetconnect's Boeing 737-300 ZK-JNO at Rotorua. Photo : F Weir |
With
the domestic service closed Jetconnect’s international services were expanded. Because
of the time difference the New Zealand based Jetconnect was able to operate two
return Qantas flights a day.
However,
the Jetconnect operation was frowned upon by the Australian and International
Pilots Association which held that Jetconnect was a ''sham company'' set up by Qantas for the sole purpose of avoiding
its obligations under the award, and the employment agreement it has with
Qantas pilots. The pilots say Jetconnect is effectively an operating division
of Qantas - the New Zealander pilots wear Qantas uniforms, have Qantas staff
numbers, and fly Qantas aircraft which travel routes determined by Qantas. But
the conditions of employment at Jetconnect are significantly inferior to those
at Qantas. Pilots are paid up to 33 per cent less and do not receive the same
superannuation entitlements. Qantas makes a double saving by using Jetconnect:
paying less in pilots' wages and reducing the hours it has to give to pilots
under the Qantas agreement. ''Our problem is that Jetconnect is for all intents
and purposes part of an Australian company, but Qantas is bypassing the minimum
Australian pilot's salary,'' the association president, Barry Jackson, said.
In
September 2009 Jetconnect started introducing Boeing 737-800s to its fleet. The first, ZK-ZQA,
Jean Batten, was placed into service on the 17th flying to Brisbane and
return as QF116/QF115. ZK-ZQB, Sir William Hudson, entered service later
that month and ZK-ZQC, Katherine Mansfield, entered service in October
2009.
As
the Boeing 737-800s arrived more Boeing 737-300s left the fleet; ZK-JNO in December,
2008, ZK-JNB in June 2009, ZK-JNN and ZK-JND in September 2009 On the 9th of November
2009 the last Boeing 737-300 flights were operated and the variant retired from
the Jetconnect fleet. The last flights were flown by ZK-JNC between Auckland
and Brisbane as QF126/QF125.
 |
| Jetconnect's last Boeing 737-300, ZK-JNC, landing at Christchurch on 25 June 2008 |
The next Boeing 737-838s, ZK-ZQD, Sir Edmund Hillary, ZK-ZQE, William Pickering, and ZK-ZQF, Abel Tasman,
all entered service in February 2011. The last two, ZK-ZQG, Ernest Rutherford, and ZK-ZQH, Charles Upham, entered service in June
and August 2011 respectively.
 |
| Jetconnect's first Boeing 737-800, ZK-JQA, on the taxi to depart Auckland on 27 July 2010 |
The
arrival of the 800 series 737s led to Jetconnect’s Boeing 737-400s departing
the fleet in 2011. ZK-JTS was
retired in January, ZK-JTR in March, and ZK-JTP in October. Boeing 737-476
ZK-JTQ flew the final 400 series Boeing 737 flights on the on the 15th of November
2011 when it operated from Auckland to Brisbane and return as QF 126/QF125
leaving Jetconnect with a fleet of the 8 Boeing 737-800s.
 |
Jetconnect's Boeing 737-400 ZK-JTQ, which flew the 400 series final flights, models the revised Qantas logo and typeface at Auckland on 21 June 2009
|
An
interesting piece in the Syndey Morning Herald of the 19th of August 2012 gives
an insight into the Jetconnect operation. QANTAS' trans-Tasman flying
business Jetconnect is losing money - even though it has a similar cost-base to
major rival Air New Zealand - because of tough competition on the short-haul
route between Australia and New Zealand. Qantas does not disclose the
performance of Jetconnect in its accounts. But during a recent hearing before
the industrial umpire, Qantas' then head of commercial operations, Rob Gurney,
revealed the Qantas subsidiary was ''incurring losses because of the
fundamental dynamics of the market, and even though it has a cost structure
comparable with Air New Zealand … it is losing money''. The subsidiary
pays its pilots and cabin crew ''New Zealand rates of pay'', which are
substantially lower than those for their Australian-based counterparts. ''The
commercial dynamics of these markets are such that these are loss-making
enterprises, even given the cost structures that are in place today,'' Mr
Gurney told Fair Work commissioners in June. Qantas executives and pilot union
leaders have been appearing before the workplace umpire at various stages over
the past three months. It is the final of three industrial disputes, which
culminated in the dramatic grounding of Qantas' entire fleet last October, to
be settled. Qantas has argued that its higher labour costs put it at a big
disadvantage to other airlines. But lawyers for the pilots' union told Fair
Work it was a ''long bow'' to blame pilot salaries for Jetconnect's performance
when they were less than their counterparts at Air New Zealand. Air New
Zealand's highest-paid captains receive about $200,000, while a Jetconnect
captain is on almost $140,000 a year. Jetconnect operates 90 per cent of Qantas
flights between Australia and New Zealand, employing about 600 staff, mostly
cabin crew and pilots.
On
the 7th of December the Sydney Morning Herald reported that Jetconnect’s New
Zealand-registered Boeing 737-800s would be transferred to Qantas’s air
operator’s certificate and placed on the Australian register. The aircraft
would continue to be flown by the lower paid New Zealand Jetconnect pilots and
cabin crew. Pilots employed in New
Zealand by Jetconnect will continue to fly those Australian registered planes -
the first time Qantas' has regularly used foreign employed pilots on local
aircraft. While Qantas says Jetconnect pilots will only fly the same
trans-Tasman routes they do today, the move has riled the airline's pilots
union, which says Qantas is shifting to a model of using overseas crews working
on lower pay and worse conditions than their Australian counterparts. Qantas
spokesman Andrew McGinnes said Jetconnect pilots would only fly the same routes
they do today, and would not fly domestically in Australia or on international
routes other than across the Tasman. Changing the registration of its 737 to
Qantas' Australian Air Operators Certificate would mean Qantas could run a more
efficient schedule. "By registering these aircraft in Australia instead,
we could make much better use of this down time by flying domestic sectors in
between flying to New Zealand," Mr McGinnes said. "Ultimately, these
changes increase the amount of flying Australian pilots can do because we have
more Australian-registered aircraft."
By
this time ZK-ZQA had already been placed on the Australian register, its New
Zealand registration being cancelled and becoming VH-VZF on the 25th of October
2017. The rest of fleet followed suit in 2018, ZK-ZQB migrating to Australian
registration in February, ZK-ZQC in March, ZK-ZQE in May 2018, ZK-ZQD in August
2018, ZK-ZQF and ZK-ZQG on October and ZK-ZQH being the last to be cancelled from
the New Zealand register on the 9th of November 2018.
.JPG) |
| Jetconnect Boeing 737-800 ZK-ZQC at Auckland on 10 August 2015 |
The
9th of November 2018 marks the end of Jetconnect’s airline operations in its
own right. Jetconnect continues to employ pilots, cabin crew and support staff
for the Qantas operation.
Qantas
aircraft operated on New Zealand domestic services from 1 June 2001
VH-TAF (c/n
23477)
VH-TAH (c/n
23479)
VH-TAU (c/n
23486) - Later became ZK-JNF with Jetconnect
VH-TJC (c/n
24297) - Later ZK-JND with Jetconnect
Jetconnect
aircraft
Boeing
737-33A - ex Ansett-Australia
VH-CZR (c/n
24460) - Later ZK-CZR
VH-CZS (c/n
24030) - Later ZK-CZS
VH-CZU (c/n
27267) - Later ZK-CZU
VH-JNE (c/n
25119) - Later ZK-JNE
Boeing
737-376 - ex Qantas
ZK-JNA (c/n
23490)
ZK-JNB (c/n
23491)
ZK-JNC (c/n
24296)
ZK-JND (c/n
24297)
ZK-JNF (c/n
23486)
ZK-JNG (c/n
23478)
ZK-JNH (c/n
23488)
ZK-JNN (c/n
24295)
ZK-JNO (c/n
24298)
Boeing
737-476 - ex Qantas
ZK-JTP (c/n
24441)
ZK-JTQ (c/n
24442)
ZK-JTR (c/n
24439)
ZK-JTS (c/n
28152)
Boeing
737-838
ZK-ZQA (c/n
34200) Jean Batten
ZK-ZQB (c/n 34201) Sir William Hudson
ZK-ZQC (c/n 34202) Katherine Mansfield
ZK-ZQD (c/n 34203) Sir Edmund Hillary
ZK-ZQE (c/n 34185) William Pickering
ZK-ZQF (c/n 34204) Abel Tasman
ZK-ZQG (c/n 34190) Ernest Rutherford
ZK-ZQH (c/n 39357) Charles Upham
.jpg)
.jpg)
.JPG)
.JPG)
.jpg)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.JPG)
.jpg){kind=small}
.jpg)
.jpg)
.jpg)
.jpg)
.jpg)
.JPG)
.jpg)
.JPG)