The Marlborough Aero Club's Air Taxi and Back Country Operations

An article in the Marlborough Express of the 27th of February 1937 gives a good insight into the development of  the Marlborough Aero Club and the development of aviation in the province.

Marlborough's record in aviation is a proudly unique one, for the Aero Club has the distinction of being the first local aviation authority to be formed in the Dominion. The club was formed in 1928, but even before then preparations for. the advent of flying on a large scale had been made by a number of far sighted citizens, who raised money by subscription for the erection of an open fronted shed on the Omaka Domain, the site of the present aerodrome, for the temporary housing of planes visiting the district. 

Until flying had progressed to something approaching its present day efficiency, however, planes visiting Blenheim, or for that matter, most parts of New Zealand, were few and far between and in the very early years of flying here any of a number of flat paddocks near the town were used for landing grounds. The first official record of visiting planes is that of an Avro, owned by the old Canterbury Aviation Company, which, piloted by Captain Euan Dickson, With Mr J. E. Moore as mechanic and the late Mr C. H. Hewlett as passenger, landed at Drumclog, Dillon's Point road, on August 25, 1920. After spending about an hour here, Captain Dickson and his companions took off for Trentham and effected the first aerial crossing of Cook Strait. Three days later the machine was flown back from Trentham and thence to Christchurch, with Mrs E. Limbrick as an extra passenger for the trip between here and Christchurch. Thereafter, in the years between 1920 and 1928 occasional visits were paid by Air Force planes, but it was not until just before the magnificent flights of Kingsford Smith and Ulm in 1928 that aeronautics were taken up with wide enthusiasm and Blenheim's first official step was taken on June 21, when a proposition to form a Marlborough Aero Club was put into the form of a circular. On July 4 a public meeting formally constituted the club, which, with an energetic executive, lost no time in carrying the scheme through to a successful issue. 

Whole Hearted Enthusiasm 

The record of the club's first year gives an excellent indication of the whole hearted enthusiasm which those responsible for its activities displayed in their work of developing aviation, and of the cultivation of the "air sense" among the community. Its first act was to convert the shed at the Omaka Domain - which, incidentally, was made available to the club as an aerodrome by the Blenheim Borough Council, acting in its capacity as the Omaka Domain Board - into a serviceable hangar capable of housing six Moth machines. Later a smaller building was erected to serve as an office for the pilot instructor and as a changing room for pilots. Assistance was also given the club by the Marlborough County Council, which formed and metalled a road giving access to the 'drome, and by the Marlborough Power Board, which provided electric light and power. 

Visit of the Southern Cross

In the early stages of the club's development the executive met with some difficulty in enrolling members, and to overcome this invited Captain K. Hall, of Hororata, and Mr D. Mill, of Auckland, to visit Blenheim in their machines. This visit, during which Captain Hall took up a number of residents, and both machines dropped leaflets from the sky urging citizens to join up with the new club, had an excellent effect, and by the time the Southern Cross arrived the club was already on a sound footing. The Tasman flyers, whose performances gave flying a final "boost" in the Marlborough province, were met on their arrival in Christchurch by the club's pilot instructor, Captain N. E. Chandler, and later they visited Blenheim, where they inspected two grounds suitable for the take off of the Southern Cross. They selected the Woodbourne field, now being used by the commercial air services, which was kindly placed at the club's disposal by the owners, Messrs G. and L. Fairhall. The giant trans-Tasman plane took off on its return trip to Sydney on October 13, 1928, and as a result of its visit, coupled with a publicity scheme, the club's membership, already strong, was substantially increased, with its funds benefiting to the extent of about £284. Early in the club's career it received information which dismayed its members temporarily, for it was told that the Defence Department had already exceeded its appropriation for the year 1928-29 and that no planes would be available until the following year. However, the difficulty was overcome by the club offering to advance the cost of two machines to enable the department to make an immediate purchase, the money to be repaid at the end of the financial year, and on this understanding the department ordered two Moths. Ultimately, however, the money guaranteed was not required. The first of the machines arrived on February 19, 1929, and flying operations have continued solidly ever since. On May 29 Messrs F. R. Dix, R. C. Grigg and H. H. Vavasour secured their "A" certificates and their performance was followed a few months later by ten other trainees, one of them, Miss P. Bennett, now Mrs K. Knocker, of Southampton, England, achieving the distinction of being the first woman pilot to attain a "B" licence. 

The Wakefield Plane

In March of 1929 the club had the singular honour of being selected by the department to receive the Moth aeroplane presented to the Dominion by Sir Charles Wakefield (now Baron Wakefield) for the encouragement of civil aviation. The machine was formally handed over by the then Minister for Defence, the Hon. T. M. Wilford, at the first air pageant in the Dominion, held at Waterlea, on March 7. This pageant was hurriedly arranged in honour of the occasion and only three machines took part, but it proved highly successful and the forerunner of many outstanding events in the club's history. With the club thus firmly established in its first year of existence, its progress in subsequent years left no doubt as to the enthusiasm for flying in the district. In its first year it put through 22 pupils for their "A" licence, with two of them subsequently qualifying for the "B" licence, and in that year, also, it was decided to earry out necessary improvements to the municipal aerodrome. For a period flying was conducted at the Woodbourne ground, which the club leased from Messrs Fairhall Bros., but some time later it was decided to concentrate on one aerodrome. In 1931-32 some 35 acres of land adjoining the Omaka Domain were purchased and arrangements were also made with the Omaka Domain Board for the lease of portion of the Domain. A comprehensive scheme of improvements and additions was launched, including the grading of the landing area and the re-erection of hangar and office accommodation, and it was also decided to build a club house, which was officially opened by the then Mayor, Mr M. McKenzie, in November, 1932, on the occasion of the annual pageant. By this time the number of pilots trained had risen to 50 and a number of the trainees had gone further afield to take positions at Home with the Royal Air Force. 

79 Pilots Now Trained

To-day, in its tenth year of existence, the club has progressed to the stage where it has trained 79 pilots, many of whom have figured prominently in aviation, both in New Zealand and overseas, and it has a total membership of 174. Last year it placed itself again on a level with major clubs in the Dominion by its purchase of a Waco cabin plane, capable of seating four passengers, and already the machine has covered several thousands of miles in flights to various parts of the country. The technical staff at the aerodrome is expertly qualified, with Squadron Leader N. E. Chandler as senior pilot instructor, Mr A. E. Willis, himself a club trained pilot, as assistant, and Mr A. J. Dingle as ground engineer. The control of the club's affairs is in the hands of the following executive: Patron, Mr J. Stevenson; president, Mr A. A. Macnab; vice -president, Mr M. McKenzie; hon. treasurer, Mr R. H. Jackson; elective committee, Dr N. F. Boag, Messrs G. M. Spence, W. Thornber, G. E. Wastney, and B. K. White. The secretary is Mr E. J. Brammall and the auditor Mr R. Wanden.

The Waco cabin plane referred to above was Waco UOC, ZK-AEL (c/n 4336). One of only three of this variant built, it was registered to the Marlborough Aero Club on the 1st of May 1936. It made its first flight in Wellington on the 10th of May 1936 before making its arrival at Blenheim's Omaka aerodrome later in the afternoon of that day. The Marlborough Express of the 11 of May 1936 reported on its arrival...

Piloted by Squadron-Leaders N. E. Chandler and G. L. Stedman, the Marlborough Aero Club's new Waco machine arrived from Wellington yesterday afternoon, after having been put through its test flights during the morning and being passed as in perfect order. The machine is a Custom Cabin Waco and was bought at a cost of about £2000 from the Waco Aircraft Co., Troy, Ohio, U.S.A. It was ordered in January last and was constructed in February, being shipped from New York on the City of Canberra and arriving in Wellington about a fortnight ago. It was assembled by the Wellington Aero Club, under the direction of Squadron-Leader Stedman and the club's ground engineer, Mr Morphy. This intricate work was completed at the week-end and yesterday morning it was flown over the city and its environs on its test flight, with 100 per cent results, and in the afternoon Squadron-Leader Chandler, pilot-instructor to the Marlborough Aero Club, with Squadron-Leader Stedman and accompanied by Mrs Stediman and Mr A. J. Dingle, a ground engineer, flew the machine to Blenheim. Soon after 4 p.m. it appeared over the Municipal aerodrome, zoomed, and came in to make a perfect landing. There was an assemblage of some 200 people at the 'drome to witness its arrival, consisting mainly of members of the executive of the club, a good gathering of members, and their friends. Soon after the arrival three flights over Blenheim were made, the passengers being Messrs M. McKenzie, H. R. Dix, A. E. Willis, E. J. Brammall, G. M Spence, G. C. Wastney, W. T. Churchward, B. K. White, and Dr P. J. Fogarty. 

Many Refinements 

The new machine embodies many unusual and distinguishing refinements in aircraft construction and its appearance was the subject of a good deal of favourable comment yesterday. It is painted a rich Insignia blue, the colour of the club, and its distinguishing registration is the lettering ZK-AEL. One of the main features is the electrically operated wing flaps which provide for increased safety and also for a variation of the gliding angle, enabling a landing to be made close to obstructions and in restricted spaces not otherwise possible. By these flaps it is possible, when they are extended, to approach small fields and descend almost vertically to a soft and perfect three point landing. Another feature of the machine, which will carry four average weight persons, in addition to the pilot, is the provision made for the carriage of luggage, the space for Which is easily accessible from both inside and outside. It also carries a complete ambulance equipment. The space provided for passengers is both roomy and luxurious, and club members, for whose convenience the machine is primarily intended, will find1 that the 'plane will meet their requirements to an extent which they probably have not realised to the fullest extent. Beyond question it is a wonderful acquisition and one of which any club could well feel proud. Its cruising speed is 135 m.p.h. and its top speed 155 m.p.h. The landing speed is 53 m.p.h. Its overall length is 25ft 4in, the height 8ft 35in. the span 35ft and. the wing area 238.8 sq ft. It carries 50 gallons of petrol and uses about 13 gallons per hour. The gross weight is 3,100lbs. It will climb 710 feet in the first minute and its "celling" is about 14,000 feet.

Marlborough Express, 18 June 1936

With the arrival of Waco the Marlborough Aero Club's air taxi operations took off in earnest. Despite Cook Strait Airways already operating scheduled air services between Wellington and Blenheim the Waco was also regularly used for Wellington air taxi flights. The Club also used it to offer scenic and air ambulance flights as well as charter flights in all directions including to Auckland, Napier, Christchurch and Hokitika.

The Marlborough Aero Club's Waco ZK-AEL at Wellington. Photo P B Billing via G Woodward

On the 5th of July 1937 the Marlborough Aero Club took delivery of Miles M2P Hawk Major  ZK-AFL (c/n 220). The Marlborough Express reported on its arrival... Piloted by Mr H. C. Walker, who, with the late Squadron-Leader M. C. McGregor, took part with distinction in the Melbourne Centenary air race, the Marlborough Aero Club's new Miles Hawk machine arrived in Blenheim this morning after a 28 minutes' flight from Rongotai. It was brought down to perfect landing and soon afterwards Mr Walker took it up again, in company with the Aero Club's pilot instructor, Squadron-Leader N. E. Chandler, and the 'plane circled the aerodrome for its first flight in its new district. The machine is a similar one, although of a later model, to the one which Mr Walker flew from England with Squadron-Leader McGregor, and this morning Mr Walker said that he was greatly impressed with its performance and capabilities. On Saturday he had taken it up for test fiights at Rongotai, when it had functicned perfectly, and he had no hesitation in saying that the Marlborough Aero Club had every reason to be pleased with its acquisition. It was of a similar type to machines that had already proved themselves excellent planes for training purposes and a particularly valuable asset in that connection was the special equipment provided for blind flying. 

The new 'plane presents an extremely workmanlike appearance, with severe simplicity the keynote of its design. It is a two seater monoplane, with the usual provision for dual control and It undoubtedly represents a notable advance in the Aero Club's equipment, At present it is painted silver and green but no doubt before long it will display the club's colours of blue and silver. Its registration letters are ZK-AFL, Mr Walker was accompanied this morning by the club's ground engineer, Mr A. J. Dingle, who has been in Wellington for some days past superintending its assembly. This afternoon Mr Walker left on the return trip to Wellington by the airways service. 

Marlborough Express, 19 November 1938

Up until the outbreak of the Second World War the Marlborough Aero Club had possessed eleven planes - De Havilland Gypsy Moths ZK-AAA, ZK-AAM, ZK-AAJ, ZK-ADA, ZK-AEM Simmonds Spartan ZK-ABZ, Waco ZK-AEL, Miles Hawk ZK-AFL, Fleet Trainer ZK-AGC, and De Havilland Tiger Moths ZK-AGX, and ZK-AHH. At the outbreak of War the fleet was five aircraft, Gypsy Moth ZK-ADA, Waco ZK-AEL, Tiger Moths ZK-AGX and ZK-AHH, and Miles Hawk ZK-AFL. These were all impressed into the Royal New Zealand Air Force with its instructor and engineering staff also joinin the Air Force. 

 

Subsequently the Marlborough Aero Club's club-house, hangar and workshop were taken over by the RNZAF and a larger hangar and some barracks were erected as recounted by the Marlborough Express. In March, 1941 a detached flight of No. 2 G.R. Squadron (then stationed at Nelson) moved to Omaka with their Vickers Vincents. This brought them closer to the shipping routes on the east coast and these used were operated until the squadron was re-equipped with modern Lockheed Hudson aircraft which had considerably longer range, thus doing away with the necessity for the detached flight. For about ten months from the end of 1941 the School of General Reconnaissance was based at Omaka at first flying Vincents, and later Avro Ansons. The purpose of this school was to give pilots and navigators all the specialised knowledge required for operational reconnaissance flying in the Pacific - ocean navigation, patrol technique, recognition of allied and enemy naval craft, photography, tropical meteorology, radio secret code work, astronomy, and a number of other subjects were taught, either in the air or in the lecture room. Omaka became an Aerodrome Defence Unit camp after the School of G.R. was moved to New Plymouth, and no more flying was carried out there except by some of the training machines from Woodbourne. During 1943 an Officers' School of Instruction was established there, but this was shifted to Levin in April, 1944, and the station closed down, the buildings being used to store R.N.Z.A.F. supplies for the Marlborough area.

On the 26th of July 1946 the Marlborough Express reported that arrangements were being made for the Aero Club to resume flying. A decision was made that the Waco would be re-purchased by the club and that there would be three Tiger Moths available for the club as soon as arrangements could be made for the resumption of flying activities. Negotiations were also underway for the re-possession of the club-house and hangar which the Public Works Department were restoring to their original condition. Work on the club-house went on until late October 1947 when it was finally restored to the Aero Club.  

The first Tiger Moth, ZK-AKJ, in the yellow war-time training scheme, arrived in Blenheim on the 4th of September 1946 enabling the resumption of flying activities. By the 7th of October the Club had taken delivery of two further Tiger Moths, ZK-AIT and ZK-AKI, and its old Waco which was re-registered as ZK-ALA.

The Marlborough Aero Club back in business post-World War II
Marlborough Express, 18 October 1946

The Marlborough Aero Club's pre-World War II Waco returned to the Club after the War reregistered as ZK-ALA. It is seen in this Neville Drake photo at Wellington 

On the 26th of January 1947 some damage was sustained by the Marlborough Aero Club's Waco biplane following the collapse of portion of its undercarriage during a landing at Omaka Aerodrome. None of the occupants was injured, and the damage in itself could not be classed as serious, although the lack of spare parts for this type of aeroplane will make it difficult to repair. The mishap occurred after a short local flight by the pilot-instructor, Mr E. H. Jarvie, with three passengers. The landing was a normal and quite smooth one, but after the machine had touched down and run a short distance the port leg of the undercarriage appeared to break at a joint. The pilot fought hard to keep the plane level, but the other leg was unable to stand the strain and collapsed, so that the starboard wing touched the ground and was considerably damaged, and one tip of the propellor touched and was bent. 

The Waco never re-entered service with the Aero Club and in May 1947 was sold to Rotorua pilot Stan Blackmore. After repairs were completed it finally departed Omaka on the 19th of September 1947. It's replacement was a Canadian-built De Havilland DH83C Fox Moth, ZK-APT which arrived in Blenheim on the 28th of November 1947. On the 1st of December 1947 the Marlborough Express reported The centre of interest as Omaka Aerodrome during the weekend was the Marlborough Aero Club's new Fox Moth. It was flown by several of the senior pilots who are to be allowed to qualify to operate it, while the instructor (Mr R. B. Hamilton) took three people to Wellington in it on Saturday and also made several local passenger trips. Pilots who flew it were pleased with its flying qualities, and passengers found that it was comfortable and afforded a good view. A biplane with a 145 h.p. Gipsy Major motor, the Fox has a cabin for three passengers, accommodation for luggage, and a pilot's cockpit enclosed in a transparent canopy. There is a stretcher which can be accommodated in the cabin for carrying an invalid, and the seats can be removed so that freight can be carried.

The versatility of the Fox Moth was reported on in the Marlborough Express on the 22nd of December 1947. Variety characterised last week's flying by the Marlborough Aero Club's Fox Moth passenger plane, its work comprising the transport of an invalid from Rotorua to Greymouth, a flight to 10,000 feet with three small whooping cough sufferers, and trips to various other destinations, including the Bluff homestead far up the Clarence Valley. Landings were made at no fewer than nine places — Rongotai, Paraparaumu, Milson (Palmerston North), Rotorua, Greymouth, Harewood (Christchurch), Bluff station. Kekerangu. and Qmaka. The trip made to transport back to her home at Greymouth a badly crippled young lady who had been having treatment at Rotorua was a speedy and comfortable one. It occupied only an afternoon, the patient being given refreshment at stopping places without having to be moved from the plane, whereas the journey by land and sea, with frequent changes, would have taken several days and would have been a very severe ordeal for the sufferer. A transport flight in the Fox Moth and two in a Tiger Moth were made during the week for Mr J. A. Chaffey to the remote homestead at the Bluff station, where a smooth field on a high river terrace provides a good landing ground. The trips by air took half an hour from Kekerangu, and only a few minutes longer direct from Gmaka, while on foot or with packhorses — there is no road — the journey from Kekerangu and up the Clarence Valley takes at least three days. 

Over the years the Fox Moth was to become an even more versatile work horse in the Marlborough back country being used for cartage of passengers and air freight to the sheep and cattle stations, supply dropping for deer cullers, rabbit poisoning and aerial sowing. In addition to this flying the Fox Moth was also used regularly on air taxi work to Wellington's Rongotai airport which by this stage had been closed to NAC flights. This meant NAC passengers to Wellington flew from Blenheim to Paraparaumu and were bussed to Wellington. The 40 minute Aero Club flights were considered much more desirable than the 2½ hour NAC journey time NAC offered.

The saw 7th of March 1948 saw the Marlborough Aero Club's Fox Moth ZK-APT having a minor mishap when landing at the Bluff Station, the plane pitching over on its nose after its brakes seized. The only damage was a broken airscrew. The pilot, Mr P. D. Reid, of Blenheim, escaped injury. Through lack of communication facilities at the Bluff it was impossible for Mr Reid to report the mishap back to Blenheim, and it was not until he was actually overdue in his expected time of arrival back at Omaka that fears were entertained for his safety. A lack of parts that had to be sourced from Canada led to the plane being tied down at Bluff Station but on the 28th of that month the Fox Moth was blown over a cliff a gale and severely damaged. The plane had been parked in the most sheltered position available and well anchored to pickets, with three half-inch ropes from each lower wing and wire at the tail. On the Monday morning it had vanished, all that remained being the broken ends of rope and wire still attached to the pickets in the ground. After some searching the plane was found on a lower terrace about 150 feet below the airfield, and just above the riverbed, with the tail unit broken, all four wings partly crumpled, the petrol tank smashed, and the fuselage and undercarriage damaged. Despite initial reports of the damage ZK-APT was rebuilt and returned to service with the Aero Club on the 9th of February 1949.

Meanwhile, on the 8th of July 1948 a Percival Proctor 5, ZK-AQJ (c/n Ae.50), was delivered to the Marlborough Aero Club as a replacement for the Fox Moth. The Proctor, which cost just over £3700, was taken over at Harewood Aerodrome by the Club's pilot instructor, Mr R. B. Hamilton. To be used exclusively as a passenger machine, it was brought into immediate requisition for this purpose, a passenger being flown from Harewood to Rongotai, where another fare was waiting to be flown across the Strait to Blenheim. 

The Marlborough Aero Club's Percival Proctor ZK-AQJ. Photo : D Noble Collection

Ambulance Facilities 

In addition to its ordinary work the Proctor will provide an important service as an ambulance plane, for it is designed to carry a stretcher, and steps are being taken by the Club to have it fitted up as speedily as possible. As an air ambulance it will be sent, when necessary, to any licensed aerodrome in New Zealand. Unfortunately, the Marlborough Sounds area will be unable, at any rate at present, to benefit from this service, for no licensed airfield is yet available any where throughout that territory. Representations in regard to the development of an adequate landing ground have, however, been made in recent months by Sounds organisations. The Percival Proctor, which in normal use carries three passengers in addition to the pilot, is of a particularly attractive stream-lined design. Bearing the registration markings ZK-AQJ, it is silver-coloured, with bright red facings and undercarriage cowlings, and its 210 h.p. de Havilland Gypsy Queen motor gives it a cruising speed of from 130 to 135 m.p.h., with a maximum speed at sea-level of 160 m.p.h. Its journey from Rongotai to Omaka yesterday afternoon occupied only 25 minutes. 

Spacious Interior

Its spacious cabin, with its high seating to give the greatest possible visibility, provides the comfort of a sedan car. In addition to the beautifully-sprung upholstery, the two rear seats are provided with head and arm rests. The third seat is located beside that of the pilot. As an air ambulance the plane can carry one patient in addition to an attendant. The Proctor has a wing-span of 39ft. 6in., a length of 23ft., and a height of 8ft. lin. Its four-hour cruising range will enable it to be flown non-stop to almost any airfield in New Zealand. Owing to the fact that the wrecked Fox Moth has not yet been rebuilt and made available for sale, it has been necessary for the Club to finance the purchase of the new machine by a debenture issue, to which about 16 local supporters have subscribed.

In November 1948 the New Zealand National Airways Amendment Bill which was introduced and read a first time in the House of Representatives. 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. 

Marlborough Express, 2 April 1949

The Marlborough Aero Club's De Havilland Fox Moth, ZK-APT, refuelling at Molesworth Station. Marlborough Express, 13 December 1949

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. With the new system in operation and with the Tamahine off the Picton-Wellington. run for overhaul, the Proctor had a busy spell today. It made one trip to Rongotai at 8 a.m., returning to make a second trip shortly after 9 and a third at 10.30, waiting at Wellington then to bring passengers home to Blenheim at 4 p.m.

Marlborough Express, 19 October 1950

The service received immediate support. In March 1951 the Proctor transported 309 people between Blenheim and Wellington. The total number of return trips made during the 31 days was 71, the highest number of trips in one day being six. To help business people overcome supply problems created by the waterfront strike, the Proctor carried a large number of packages of freight both ways in addition to passengers, while Tiger Moths were also used for goods transport at times. With the Fox Moth also busy throughout the month on backcountry freight and supply dropping work, the Club established a new record in total flying time, passing the 200-hour mark for the first time with a total of 211 hours 45 minutes. 

Marlborough Express, 22 January 1951

One of the more unusual loads carried by the Aero Club's Fox Moth.
Marlborough Express, 7 April 1951

The 12th of September 1951 Marlborough Express 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. National Airways Corporation planes in August carried a total of 1934 people between Woodbourne and Paraparaumu— 992 outward and 942 inward. These totals forcibly illustrate the urgent need for the reinstatement of the direct air link between Blenheim and Rongotai. This was severed on September 27, 1947, after which the Civil Aviation Department's ban on the use of Rongotai by N.A.C. passenger aircraft became operative. Since then Paraparaumu has been in use as the North Island terminal. As is only too well known by those who travel by air, this change has involved exasperating delay. What previously was a half-hour's comfortable trip was replaced by, at best, one of two hours — well over an hour of it in a bus, or in waiting for one to leave Paraparaumu for Wellington. For this reason many people, and particularly those with a day's business to transact in Wellington have found little that is appealing in the set-up during the past four years. The two aero clubs, operating machines that comply with the Rongotai restrictions, are consequently reaping an increasing harvest. 

Marlborough Express, 27 April 1951

The Marlborough Aero Club's Percival Proctor ZK-AQJ at Wellington in October 1951. The stairs on the other side of the aircraft would tend to suggest it was on an air taxi service. Photo : D Noble Collection

On the 10th of March 1952 Auster J/1B Aiglet ZK-AYP (c/n 2711) was added to the Marlborough Aero Club's fleet. The following day the Marlborough Express reported, Two and a half months after the arrival in New Zealand of the ship which brought it from England, the Marlborough Aero Club's new Auster Aiglet monoplane was delivered to the Club yesterday. It came in the Port Brisbane, which spent about a month in Auckland, followed by a period in the stream at Wellington before unloading commenced there. The Auster was assembled and test flown at Rongotai, where the Club's chief instructor, Mr R. G. Shirtcliffe, took delivery late yesterday afternoon. Accompanied by a passenger, he arrived at Omaka, after a 35-minute trip, just before 7 p.m. 

Painted in silver with the registration letters ZK-AYP in blue, the new machine is a neat little high-wing cabin monoplane with seats for a pilot and three passengers, and is fitted with dual control. It has a De Havilland Gipsy Major engine of 130 h.p., with a metal propeller, giving a-cruising speed of 90 to 95 m.p.h. Other features include brakes and a steerable tail-wheel, and a V.H.F. radio transmitter-receiver is to be installed. The Auster will serve the Club in a variety of ways. It will be available for use by reasonably experienced amateur pilots, many of whom are looking forward to flying an enclosed aircraft as a change from the open-cockpit Tiger Moths. It will be used to supplement the Fox Moth in busy periods on supply-dropping and other back-country work, and to carry on the passenger service to Wellington at times when the Proctor is out of the air for periodical inspections, It made its first flight in this capacity at 8 o'clock this morning. 

A Ken Meehan photograph of the Marlborough Aero Club's Auster Aiglet ZK-AYP

The air taxi service to Wellington continued to garner support as reported in the Marlborough Express on the 24th of April 1952. 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. Besides passengers the Marlborough plane.s handled 71,280lb of freight on the same run. For some time now these aero clubs have been operating licenced air taxi services between the two centres and have catered for the large number of passengers who favour the direct crossing rather than the N.A.C. service, with its Wellington base at Paraparaumu. 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. 

Yesterday in Wellington the Air Services Licensing Authority heard an application from the Marlborough Aero Club for a licence to operate the air taxi service between Blenheim and Rongotai. As other organisations had similar applications in for passenger services the hearing was adjourned until all could be heard together. In the meantime the Club was issued a temporary licence. Counsel for the National Airways Corporation, Mr D. W. Virtue, said that the club had been providing a popular service from Blenheim to Rongotai. The Corporation was afraid, however, that a dangerous precedent would be created if the Club was conceded the right to operate a taxi service, as clubs in other parts of the country would seek to get similar licences. The Rongotai-Blenheim run should be regarded as a special case because of the difficulties at Rongotai and should not be considered applicable elsewhere. The Corporation was expecting the arrival of a 12-seater Heron aircraft and if that was found suitable to operate out of Rongotai an application would be made for a licence. Mr. Virtue asked of the Club president, Mr D. M. Furness, if the Club would give an undertaking to discontinue the taxi-service and revert solely to charter work if a Heron service was run by the Corporation from Rongotai. Mr Furness replied that he could not give such an undertaking at the present time, although the Club was not very confident of being able to continue its taxi work when a regular Rongotai service was commenced. However, he added, the Club had built-up a considerable amount of goodwill and if it was found that passengers were offering and wanted to make use of the Club aircraft, then the Club would no doubt be anxious to cater for them.

The Air Services Licensing Authority at a sitting in Blenheim on the 26th of June 1952 granted licences as applied for to the Marlborough Aero Club and to Aerial Work (Marlborough) Ltd., with the provision that certain aspects of the licences will be reviewed in approximately 18 months' time. The Aero Club sought a licence for a charter service for passengers from the Omaka Aerodrome to any place in New Zealand, and for a charter goods and aerial dropping service to and from back country air strips. 

Mr A. G, Wicks presented the Club's application which was objected to by Aerial Work (Marlborough) Ltd., and by the Aviation Industries' Association of N.Z. Aerial work applied for a licence for fertilising and similar services; for aerial photography; and for the freighting of stores, equipment and produce to and from isolated back country farms and stations. Mr A. N. Morrison, of Wellington, and Mr F. G. Paterson, of Blenheim appeared for the Company, and Mr Morrison represented the Aviation Industries' Association of N.Z. Both the Company and the Association objected to the Marlborough Aero Club's application. The Railways Department was represented at. these hearings by Mr J. Walker, of Wellington, and the Air Department by Mr S. R, Meatchem, of Wellington. At the outset the Authority indicated that as far as the Aero Club's application for an air taxi licence was concerned, submissions on which had been heard previously in Wellington, it would grant this on the same terms as the taxi licence granted the Wellington Aero Club recently. These were that the fare charged should be not less than 10 per cent more than the fare at present charged by the N.A.C. between Paraparaumu and Blenheim. The licence would continue until such time as a scheduled Rongotai-Blenheim service was instituted, when the matter would be reviewed.  

The Club was also granted a licence for passenger and incidental freight charter work to any place in New Zealand subject to the fares charged being 10 per cent more than the similar fare by scheduled services. As a result of this intimation the Club's submissions yesterday were concerned with its application for a charter goods and aerial dropping service to and from back country air strips. It was these which were opposed by Aerial Work (Marlborough) Ltd., and by the Aviation Industries' Association. Evidence was called by the Club from its president, D. M. Furness, its vice-president and former chief instructor, R B. Hamilton, its present chief instructor, R. G. Shirtcliffe, and its secretary, R, J. Tylor. The Club asked for the sole right to operate back country freight work and detailed seven specific reasons why it should be granted such a licence. 

After hearing the submissions and the evidence, and the cross-examinations of witnesses by the counsel for the objectors, the chairman of the Authority gave an indication of the Authority's preliminary view of the position. He said that it looked on monopoly as a bad thing in general circumstances, The reason for the Aero Club's existence was to provide flying training, and commercial activities were an auxiliary. By and large the Aero Club, he said, should not. be entitled to exclude from commercial work operators who were already in the field. The Authority, he added, fully appreciated what the Club had done over recent years. Its record was an excellent one. The chairman said the Authority was faced with the position that over recent years the Club had made a substantial profit, but it had hardly had active competition from Aerial Work (Marlborough) Ltd. What the position would be if and when the Club's taxi service to Rongotai was curtailed was a matter for conjecture. Until that time it seemed the Club could carry on in a satisfactory financial way. The Authority did not know the position which would arise in the future and it considered that it would be very unwise to grant licences for terms of five years as the Authority had power to do. 

"The Authority feels that the status quo should be allowed to continue for each applicant for a period of 18 months and then the licences can be reviewed in the light of circumstances which cannot be known now," added the chairman. After consulting with the Club's officials Mr Wicks said that the Club would agree to such terms provided Aerial Work could satisfy the Authority that it was financially able to carry on; that it could show there would be the work available for two operators; that there would be no undercutting in prices; and that the company had the aircraft available to do the work. Evidence on these lines was given for the Company by its manager, chief pilot and engineer, L. Gatehouse, W. B. Parker, the Company's secretary, J. C. Irving representing (the Marlborough Stock and Station Agents Association, J. A. Chaffey, of the Bluff Station, one of the shareholders of the Company, and by C. D. Matthews, a member of the Rabbit. Destruction Council. 

Marlborough Express, 28 February 1952

On the 16th of  October 1952 it was reported that a record number of hours was flown by Marlborough Aero Club planes last month, stated the report of the chief instructor (Mr R. G. Shirtcliffe), which was presented at last night's committee meeting. The time logged, 239 hours 25 minutes, was more than 17 hours in excess of the previous record figure, established last December. The aircraft which flew the greatest time for the month was the Fox Moth, with 68 hrs. 10 min. Most of this was in connection with a big rabbit poisoning operation which has been in progress at the Molesworth. The Auster logged 56 hrs. 10 min., the Tiger Moths 52 hrs. 30 min., and the Proctor on the air taxi service flew 62 hrs 35 min up till the 24th of the month, when it was taken to Harewood for its annual Certificate of Airworthiness and a complete overhaul of the engine. Since then the Auster has been used for the Wellington service, but it is hoped to have the Proctor back within the next fortnight. The number of return trips flown by the taxi planes between Omaka and Rongotai during September was 86, and 349 passengers were carried.

In March 1953 two events spelt 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 Marlborough Aero Club has only single-engined aircraft, and enforcement of the regulations has caused the club to cancel all its flights because its planes could not operate at such a high ceiling in all weathers. 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.

The Marlborough Aero Club's de Havilland Fox Moth ZK-APT at Paraparaumu on 19 September 1953. Photo : D Noble Collection

On the 26th of March 1953 the National Airways Corporation’s De Havilland Heron service from Wellington to both Blenheim and Nelson began. This was the final nail in the coffin for the Marlborough Aero Club's air taxi service and the Percival Proctor, ZK-AQJ, was sold in June 1953.

The Fox Moth ZK-APT remained with the Club until it was sold in November 1956. By now more modern and specialised aircraft were being used by commercial operators and this was more conducive for the Marlborough back country runholders and these took a lot of work from the Club and the departure of the Fox Moth effectively ended the Marlborough Aero Club's back country operations.

While the Marlborough Aero Club continued to do air charter and air taxi work the halcyon days were over and the club no longer ran a regular service or was a major player in back-country flying, instead keeping to the more central training and recreational flying work of an aero club.

The Club did have a very brief return to a regular service on the Blenheim-Wellington route in 1981 operating the Dominion newspaper flights from Wellington to Blenheim and Nelson. On the 31st of March 1981 James Air decided to drastically reduce its services in and out of Wellington due to higher costs, dropping patronage, and the loss of a key Databank contract and this forced the Dominion to find a new operator for its newspaper service. Following James Air's withdrawal from a Dominion spokesman said "We were looking at chartering a larger plane ourselves but it was too expensive and other users didn't want to, pay a higher charge. For three weeks from April 1 we will fly the Dominion to Blenheim and Nelson in a light aircraft. We have a good circulation in the top of the South Island and we don't want to lose it. The three weeks is a breathing space exercise. I don't know what will happen after that. We are still talking to the other users. I understand the air mail is going on a later Air New Zealand flight." The Marlborough Aero Club filled the gap left and it flew the Dominion newspaper from Wellington to Blenheim and Nelson on a trial basis using a Beech Baron from the 1st of April 1981 before the Wellington Aero Club picked up the newspaper run.   

While the Marlborough Aero Club, our oldest Aero Club, continues to successfully operate from its Omaka base, it is also pleasing to see two of its pioneer aircraft still flying. De Havilland Fox Moth ZK-APT is still flying and Waco ZK-AEL is back at Omaka, two witnesses to the Marlborough Aero Club's air taxi and back country operations.

Waco UOC, ZK-AEL, at Omaka on 9 April 2023. Photo : M Beaven

De Havilland DH83 Fox Moth ZK-APT at Hokitika on 17 December 2009