Arthur Bradshaw was born in Christchurch in 1905 but his flying career came to birth in Invercargill, where he took his first flying lesson with the Southland Aero Club on the 21st of January 1933, gaining his A Licence on the 28th of June that year and being endorsed to carry passengers on the 24th of September. In June 1934 he gained his commercial licence and was soon after rated to fly the Southland Aero Club's De Havilland DH83 Fox Moth ZK-ADC commercially.
On the 3rd of November 1935, De Havilland DH.80A Puss Moth ZK-ACX, (c/n 2204), was registered to Arthur Bradshaw having been purchased from Sir Bruce Stewart. Named "Hakuwai" Southland Airways "Number 1" and the hangar he had erected to house it marked the start of Bradshaw’s pioneer air service which was to trade as Southland Airways operating from Invercargill’s pre-War aerodrome at Dawson Farm, Myross Bush, 10 km northeast of Invercargill.
Prior to late 1936 there were no licensing restrictions to joyriding flying and such flying was left to the enthusiasm and entrepreneurial ability of the aircraft owner. The Southland Times of the 11th of January 1936 reported that Mr Bradshaw had a very busy time in his private Puss Moth ZK-ACX over the holidays. He visited Queenstown, The Hermitage, Mt Cook, Timaru and Christchurch. While away from Invercargill he did a certain amount of joy-riding and his passengers were all very satisfied with the comfort of his machine and the way he handled it.
As part of these flights, on the 1st of January 1936 Arthur Bradshaw, with two passengers, made the first flight from the Hermitage across the main divide to Waiho (Franz Josef). The Puss Moth made the journey to Franz Josef in 40 minutes and the return trip was made in 2¼ hours. Newspaper accounts recorded that the aviators were afforded a magnificent view of alpine scenery and that the landing grounds at The Hermitage are being improved. In "Flying by Bradshaw", Bradshaw recounts, Charles Elms, Manager of the The Hermitage, had autographed a bottle of beer which I took with me to Alex and Peter Graham at Franz Josef. Alec and Peter reciprocated by sending an autographed bottle to Charlie.
On the 9th of February Bradshaw flew the Puss Moth to Te Anau making two trips over Milford Sound during the afternoon. The following month he flew to Wellington’s Rongotai aerodrome and on to New Plymouth for the North Island pageant of the New Zealand Aero Club. The pageant was arranged to coincide with the official opening of the New Plymouth aerodrome at Bell Block and the unveiling of a memorial tablet to the late Sir Charles Kingsford Smith and the late Mr. C. T. P. Ulm.
Bradshaw was back at the Hermitage on the 3rd of May 1936. That morning a number of aeroplanes from various parts of the South Island flew in for the opening of the Mount Cook Tourist Company's aerodrome on Birch Hill Flat, four miles from the Hermitage. Present were the Canterbury Aero Club's Fox Moth, piloted by Mr J. J. Busch, and an Air Force Avro, piloted by Flying Officer Truman. Both flew over Birch Hill Flat and circled the Hermitage before coming on to the aerodrome. They were followed at intervals by the New Zealand Airways' Spartan (Mr A. R. Craig), two Canterbury Aero Club Gipsy Moths (Messrs J. R. Kihan and R. S. Taylor), a Gipsy Moth from Dunedin (Mr D. Campbell), and a Gipsy Moth from Invercargill (Mr F. Adams). Early in the afternoon Mr A. J. Bradshaw landed on the aerodrome in his Puss Moth from Dunedin.
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| An early photo of the Puss Moth ZK-ACX. Photo : M Mueller Collection |
The 10th of June 1936 Southland Times reported that Mr A. J. Bradshaw made trips to Christchurch and Tuatapere in his Puss Moth. This machine looks very attractive now with its new colour scheme.
In July other newspaper reporting recorded Bradshaw and the Puss Moth visiting Waikaia, Taieri, Christchurch, Blenheim and Wellington.
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| Southland Airways' de Havilland Puss Moth ZK-ACX repainted on Riverton Beach. Southland Airways were given permission to use the Riverton Beach for joyrides in early June 1936. Photo M Mueller Collection |
On the 5th of August 1936 the Dominion reported that the Puss Moth which Ray Whitehead and Rex Nicholl flew across the Tasman Sea, after being housed at Rongotai Aerodrome for some time, has been acquired by Mr. A Bradshaw, of Invercargill, and has been transported to Southland.
The aircraft in question, De Havilland DH80A Puss Moth, VH-UON (c/n 2001) was the first production DH80A Puss Moth and was first registered as G-AATC to the De Havilland Aircraft Co Ltd, Stag Lane, England, on the 23rd of December 1929. Exported to Australia it was registered as VH-UON on the 11th of August 1930 to De Havilland Aircraft P/L, Mascot, NSW. On the 26th of October 1930 it was registered to H. R. Clarke of Sydney before having its registration cancelled on the 23rd of September 1932. On the 23rd of March 1933 it was returned to the register and with J. J. Leahy of Sydney being the new owner. A year later, on the 12th of March 1934 it was registered to Ray Whitehead of Sydney and named "Faith in New Zealand." Its Australian certificate of registration and certificate of airworthiness were cancelled on the 14th of November 1934 when the Australian authorities heard of their proposed trans-Tasman flight.
Ray Whitehead and Rex Nicholl took off from Gerringong Beach, 73 miles south of Sydney, at 1.55 a.m., Sydney time, on the 22nd of November 1934 on their unlicensed flight to New Zealand. With the assistance of flares and headlights of motor-cars the machine made a perfect take-off. For a moment it was silhouetted against the full moon, and then was lost to sight... The flyers told the NZ Herald, "We had brought only meagre supplies of food and drink; there was no room for more. We had a thermos of coffee, a few sandwiches, a bottle of malted milk tablets, and also some caffein tablets to keep us awake. We had no fixed time for our meals, each having a sandwich and some coffee as the idea occurred to him"
"After we had been in the air 13 hours we sighted land in two directions simultaneously. We had not the slightest idea of where we were, although Ray thought he recognised the north end of the South Island. A little later I handed over the controls for him to land the machine. To the south visibility was very poor, so we decided to turn northward, where conditions were clearer," said Mr. Whitehead. "Furthermore, I thought we were bound to be south, rather than north, of our course. To determine our position we made for the islands, but we suddenly realised that they must be the Three Kings, and that we were many hundreds of miles north of our course. "Not knowing that the lighthouse on the Three Kings is unattended, we circled round in the hope of attracting the attention of the keeper, and then made south down the east coast, seeking a suitable place to land. From a low altitude, we inspected several beaches, but each was corrugated, and we continued southward until we saw a fine stretch of sand. I brought the machine down gently, and we touched ground at 6.35 p.m. New Zealand time, after 14 hours 40 minutes in the air.
The Herald reported that they landed at East Beach, a little south of Houhora Heads north of Kaitaia. Not finding any accessible houses nearby they spent the night on the beach. "We found we had enough petrol left for three and a-half or four hours' flying. There was no difficulty in getting off the beach again, and as soon as we were in the air we flew to the west coast, which we followed down as far as the entrance to the Manukau Harbour. Then we turned inland, as we knew that the Mangere aerodrome was near the head of the Manukau." "We had some little difficulty in locating the aerodrome, as neither of us had ever been there before."
The aircraft was placed on the New Zealand register as ZK-ADU on the 14th of January 1935 registered to Ray Whitehead and Rex Nicholl of Wellington and for some time it was seen touring various parts of New Zealand. At the end of 1935 it was placed in storage at Rongotai while Whitehead went to work in New Guinea. In 1936, it was sold to Arthur Bradshaw and transported to Invercargill being registered to him on the 10th of August 1936. Inspection showed it could not be flown again and it was used for spares and its registration was cancelled on the 15th of August 1936.
In late 1936 Bradshaw saw the opportunity to establish a more formal service connecting Invercargill with with Union Airways Dunedin-Christchurch-Blenheim-Palmerston North service but also the to able to operate charter flights around the country. In October 1936, as Southland Airways he applied for a (a) Continuous Air Taxi Service throughout New Zealand and (b) Continuous Aircraft Service between Invercargill and Mosgiel, via Gore and Balclutha which would connect with the Union Airways service at Dunedin.
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| Southland Times, 15 October 1936 |
At the same time Bradshaw was interested in the opportunities Stewart Island offered. At the end of 1935 he flew Mr G Todd to Mason’s Bay on the west coast of Stewart Island. Mr Todd had been a passenger with Oscar Garden on the first flight to Stewart Island in February 1931. Flying De Havilland DH60M Moth, ZK-ACK, named Kia Ora, the flight was made to Horseshoe Bay but the aircraft overturned in the surf. Neither the aircraft nor the occupants suffered injury. On the 1st of November 1936 Bradshaw again flew to Mason’s Bay with Mr G. Todd and Mr J. Langford as passengers.
Another flight was made to Stewart Island on the 14th of November 1936 as detailed in the Southland Times of the 18th…
In order to test the suitability of beaches near Half Moon Bay as landing grounds, Mr A. J. Bradshaw, accompanied by Mr W. Ayres and a representative of The Southland Times, flew across in his Puss Moth to Stewart Island on, landed on a beach at The Neck, Paterson Inlet, and before returning to Invercargill on Sunday morning landed on Horseshoe Bay. Although the weather was far from favourable both landings were made without the slightest misadventure. Official recognition of this experimental flight was taken by the Stewart Island County Council, Mr Bradshaw being greeted on arrival by Mr T. Bragg, chairman of the council, and Mr R. Hicks, a member. Keen interest was taken in the monoplane’s visit by the residents of the island…
One of the difficulties to be overcome in establishing a service is to find a suitable landing ground reasonably near Half Moon Bay. Mason’s Bay was some time ago suggested as a landing ground, but to be of any value this ground would have to be connected by road with Half Moon Bay - a project so expensive that, according to the latest information received from the Minister of Public Works, the Government will not sanction it.
Beach landings are made as nearly as possible at low tide, so that there would be a wide stretch of firm sand. To fit in with the tide, the departure from the aerodrome at Myross Bush was made at 5.30 on Saturday evening. At 6.15 - 35 minutes later - the Puss Moth was at rest on the beach at The Neck. The flight over the strait was made at a height of 6000 feet and there was not a bump throughout the journey. Officials on the island were aware of Mr Bradshaw’s intention to test the beaches, and very soon after the machine reached The Neck several fishing craft were anchored off the rocky coast and their occupants were coming ashore in dinghies - quite an adventurous trip owing to the choppy sea. Youthful feet flew over the sand so that their owners might obtain their first sight of an aeroplane. When the Puss Moth had been pulled well up on the beach and made fast, a welcome was extended to Mi- Bradshaw by Mr Bragg, who, it is interesting to recall, was standing almost on the same spot as had an ancestor of his when he was married at The Neck by Bishop Selwyn in 1844. At that time there was quite a large Maori population at The Neck. “I hope this trip will be the forerunner of many more” said Mr Bragg, “and that before long a regular air service will be established between Stewart Island and the mainland. I can assure Mr Bradshaw, on behalf of the County Council, that we will give him every assistance.” “No one is keener than I am to establish a service,” said Mr Bradshaw in reply. He mentioned that it was the fourth occasion on which he had landed on the island, twice previously at Mason’s Bay and during the week at The Neck. On the launch Harbinger the flyers travelled to Oban, where they spent the night.
Before breakfast next morning they were given the key of the only car on the island and in it they drove to Horseshoe Bay, about two miles from the township along a bush-clad road. The tide was well out and the beach was found to be quite long and wide enough for a safe landing under reasonably favourably conditions. Returning to The Neck by the Harbinger, they reached the plane about 10 a.m. and a quarter of an hour later, to the startled cries of a flock of red bills, they took the air and made for Half Moon Bay. The waving of many handkerchiefs showed the interest that was aroused by the sight of the Puss Moth above the houses. Then came the real test of Horseshoe Bay as a landing ground. From the west a gale of about 30 miles an hour was blowing, and from the hills enclosing the bay there were disconcerting down-currents. But after a preliminary circle round the bay Mr Bradshaw decided that a landing could be made in spite of the vagaries of currents. A few seconds later the Puss Moth was resting on the beach, surrounded by about 30 island residents. In view of the fact that he made a safe landing when a high wind was blowing and when the tide was well past the turn, Mr Bradshaw is convinced that Horseshoe Bay would make an excellent landing ground in reasonably calm weather when the tide is not full.
No difficulty was experienced in taking off from the beach and at 10.45 the plane was headed for Invercargill. Its speed aided by the following wind, it reached Bluff in 12 minutes. From Bluff to the aerodrome the wind was a hindrance rather than a help. It was 11.7 when the wheels touched the ground at the aerodrome. From Horseshoe Bay to the aerodrome had taken 22 minutes.
On the 19th of November an advert appeared in the Southland Times seeking written representations to the Minister of Transport in regards to an application from the Southland Airways for a licence to operate a continuous aircraft service between Invercargill or Bluff and Stewart Island.
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| Southland Times, 19 November 1936 |
In mid-December the Times reported Arthur Bradshaw saying he had received many inquiries from people anxious to travel to Stewart Island by air. He had made an application that Horseshoe Bay be licensed as a landing ground and had been assured by the Controller of Civil Aviation that an inspection of the beach would be made by an official before Christmas. If the licence is granted it is Mr Bradshaw’s intention to transport passengers to and from the island in both a Puss Moth and a Fox Moth.
The Fox Moth in question was De Havilland DH83 Fox Moth ZK-ADC, (c/n 4025) which had been registered to the Southland Aero Club on the 27th of January 1933. The Fox Moth was used as the commercial aeroplane of the Southland Aero Club, and was flown by the instructor, Flying Officer John Smith, over many parts of New Zealand. Bradshaw, as a commercial pilot had flown many hours in the Fox Moth. On the 10th of December 1936 it was registered to Bradshaw while on hire to Southland Airways, for a month, with an option of purchase at the end of that period.
Meanwhile, Southland Airways was kept busy doing other flying. On the 12th of November the Times reported, what is probably a record non-stop flight from Christchurch to Invercargill was made by Mr A. J. Bradshaw in his Puss Moth this week. Leaving Christchurch at 6.05 a.m. he was in Invercargill for breakfast, his flying time being under 2½ hours.
Bert Mercer’s Air Travel (NZ) was well known for its flying of whitebait from South Westland to Hokitika. In the same way Southland Airways flew whitebait from Big Bay to Invercargill. The Times of the 19th of November 1936 carried an account of the Southland Airways operation...
Into Big Bay, on the West Coast of the South Island, runs the Awarua river, and into the Awarua river run thousands of whitebait. But not all remain in the river. An enterprising Invercargill syndicate of which A. and W. Hamilton are principals, has had an expert whitebaiter, Mr T. Cameron, living in a hut at Big Bay and into his net many whitebait have been trapped. From the nets they go into an artificially built receiving pond in which they are kept alive until the drone of an aeroplane’s wings informs the whitebaiter that the time has come to put them into tins so that they may be transported to cities where housewives are eagerly demanding whitebait for their husbands’ tea. At the outset the syndicate had to overcome a number of difficulties.
The most serious was the establishment of a satisfactory means of communication between Big Bay and Invercargill. It was important that the syndicate should know when whitebait had been caught in sufficient numbers to warrant the despatch of Mr A. J. Bradshaw’s Puss Moth to bring them to the market. Carrier pigeons were first tried. Unused to such desolate country and baffled by strong winds, the pigeons did not prove a great success, though some of them did reach Invercargill with messages attached to their legs. On such occasions the plane would travel over Mavora, the Greenstone and the Hollyford and land on the extensive beach at Big Bay, returning a few hours later with tins full of whitebait.
To the handful of settlers and prospectors near Big Bay the sight of the Puss Moth was extremely welcome, for it seemed to end their isolation from the civilized world. How cut off from news this part of New Zealand was in pre-war days will be realized when it is stated that a settler there did not know of the Great War until the Matai called with stores nearly six months after hostilities had begun. Today facilities for communication are little better in this comer of Fiordland. It is therefore not surprising that the arrival of a plane with newspapers and letters was heartily welcomed by these bearded unkempt men. Realizing that a small transmitting set would prove much more satisfactory than pigeons, the syndicate got Mr Bradshaw to take an expert and the necessary apparatus to Big Bay; and a transmitting set and a receiving set were installed in the hut. The language of dots and dashes was like Hindustani to the whitebaiter who was to operate the set, but he was given tuition by the expert and a book of instructions; so he sat down to some serious study. In a few days he knew enough to send a message to Invercargill and the syndicate learnt that a big catch of whitebait awaited the plane’s arrival. So the pilot took the wings of the morning and was in Big Bay for breakfast, returning before lunch to Invercargill.
All went well at Big Bay until the radio ceased to function. The whitebaiter sat for hours in the hut with earphones on his head waiting for a word from his employers. Then he tapped out messages on the small transmitting board. But the only answer was the howling of the wind outside the hut. When the silence continued day after day and supplies ran short he decided that the only thing to do was to walk out overland. For three weeks he tramped, his only relaxation being to pore over the Morse code book and try to master the language of dots and dashes. When he emerged from the wilds end entered Lumsden he looked like Robinson Crusoe; but he was able to convince the people of that township that he was not a derelict or a desperado. And next day he was in Invercargill reporting to the syndicate. Before long he was back in Big Bay, the wireless was working well and the little fish ran freely. The Puss Moth made several flights and in many homes whitebait from Big Bay was consumed. Operations have now been suspended for the season. But next year whitebait from Big Bay will help to relieve the shortage of this delicacy.
In "Flying by Bradshaw" Bradshaw records that the 1936 and 1937 whitebait seasons were both poor and the relationship with the Hamiltons did not go beyond the 1937 season.
In December Bradshaw and the Puss Moth ZK-ACX made a trip to Wellington via Christchurch and Blenheim and returning via Nelson and Christchurch.
On the 24th of December 1936 the Southland Times reported that Southland Airways, having been granted an air taxi licence, are now prepared to undertake trips to any part of New Zealand. Trips to connect with the Union Airways plane at Dunedin may also be arranged at the rate of £3 a passenger. Mr A. J. Bradshaw has made numerous trips over the fiord country and he still intends’ to cater for these sight-seeing trips. Arrangements may be made with the booking agents, A. & W. Hamilton, Esk Street, or with Mr Bradshaw, telephone 1556, or Mr W. E. Clarke, telephone 1793. With the granting of the licence Southland Airways started advertising an air service from Invercargill to Dunedin's Taieri aerodrome to connect with the Union Airways service using either the Puss Moth or Fox Moth.
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| Southland Times, 24 December 1936 |
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| Southland Times, 28 December 1936 |
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| Southland Times, 29 December 1936 |
The future looked bright for Southland Airways but just a few days later, on the 30th of December 1936 tragedy struck the company when the de Havilland Fox Moth ZK-ADC crashed while landing at Big Bay. The accident was reported in the Southland Times of the 2nd of January 1937...
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| The ill-fated Fox Moth ZK-ADC at Timaru's Saltwater Creek airfield in 1935. |
A Fox Moth cabin aeroplane carrying five persons crashed in the surf while attempting a landing at Big Bay on Wednesday. One passenger was killed and all the others were injured, two of them seriously. The aeroplane was taking a party to Franz Josef glacier and was to drop one passenger at a trampers’ hut-at Big Bay, on the West Coast, some 20 miles north of Milford Sound. As the aeroplane was landing it apparently lost flying speed and stalled, and eye-witnesses saw it nosedive into the surf from a considerable height.
Those
in the plane were:-
KILLED
- Sutton Jones, aged 21, a journalist on the staff of The Southland Daily News,
of which his father, Mr Walter Jones, is editor.
INJURED
- Sister Catherine Buckingham, of the nursing staff of the Southland hospital,
fractured right thigh, fractured left forearm, fractured pelvis and scalp
wounds. George Ross, 31 Clyde Street, employed by Carswell and Co., Ltd.,
fractured left thigh.
W.
E. Hunt, Wallacetown, fractured vertebrae and severe bruises.
A.
J. Bradshaw, Beatrice Street, the pilot of the plane, cut head, severe bruises
and shock. Sister Buckingham and Mr Ross are in' the Southland hospital and Mr
Hunt is in the Caimsmore private hospital.
The accident, as described by eyewitnesses to Dr L. S. McNickle, superintendent of the Southland Hospital, who flew to Big Bay when the news was received, occurred with startling suddenness. The aeroplane was expected by trampers at a hut in Big Bay who were to be joined by one of the passengers, and they saw it approach about 4 o’clock It was clearly visible above the sandhills, which, however, obscured their view of the beach. It was approaching the beach to land when suddenly it seemed to go into a straight dive, disappearing behind the sandhills. Realizing that it must have crashed, the onlookers rushed on to the beach, and found the aeroplane wrecked in the surf near the shore. The pilot was able to help in the rescue of the passengers, in particular in that of Sister Buckingham, who had to be carried ashore with special care. A stretcher of sticks and flax was improvised and the injured were taken to a trampers’ hut some hundreds of yards across the sandhills. Jones, who had suffered a blow on the head and was unconscious, was, extricated from the wreckage and brought to the beach, where efforts were made by artificial respiration to bring him round, but these were unavailing. It is thought -that the blow he received immediately the aeroplane crashed was such that he never recovered consciousness.
Fortunately, among those at the hut was Nurse Robbie, of Invercargill, who with the assistance of Miss Mehaffey, also of Invercargill, and Mr David Gunn, a farmer of Martin Bay, was able to make the four injured as comfortable as possible in the 24 hours until the arrival of Dr McNickle. On his return Dr McNickle said that in spite of Mr Bradshaw’s own injuries he had given considerable assistance in the care of the others. Mosquitoes and sandflies had added to the discomfort of the stranded party, but all had had a comfortable ride back to Invercargill. Since Sister Buckingham's watch had stopped at 4.05 p m., it is assumed that it was at that moment that the accident occurred.
The news of the accident was received in Invercargill shortly before 4 o’clock on Thursday afternoon. Two aeroplanes, belonging to the Southland Aero Club carrying the doctor, and the other belonging to Southland Airways, left about 4.30 for Big Bay, each making the trip in about 90 minutes. It was essential that the machines should leave on the return trip in time to make a landing before dark, so that the doctor was able to give only such immediate attention as was possible within a short period to make the patients comfortable for the journey to Invercargill by air. The first machine carried back to Invercargill Sister Buckingham and Mr Hunt, and arrived at the aerodrome about 8.30, just before darkness fell. The other machine with Mr Ross as passenger, could get only as far as Mossburn where an ambulance was waiting. Sister Buckingham and Mr Ross were taken to the Southland Hospital, and Mr Hunt went first to his home and then, yesterday, to Caimsmore private hospital. Two trips were made back to the city from Big Bay yesterday, one bringing Dr McNickle and the body, and Mr Bradshaw returning in the second late yesterday afternoon. All the injured persons were deeply appreciative of the work of Nurse Robbie and Dr McNickle.
The aeroplane in the surf was a total loss. The engine was found yesterday morning deeply buried in the sand at a point in the surf where at dead low water it was uncovered between waves. It was later recovered from the sea, and found to be badly corroded. It was 125 yards distant from the point where other remains of the plane were found. Of these all that were recognizable were the tail-plane, the tail-wheel and the rear two feet of the fuselage. Every and strut and the ribs of the wings were smashed. The largest intact piece of the wreckage was the door of the cabin, and other pieces found were about a square foot in area at the most. The aeroplane, a Fox Moth cabin, was purchased by the Southland Aero Club in 1932, and had just been overhauled and certified as in perfect order. It was under hire to Southland Airways, controlled by Mr Bradshaw, for a month, with an option of purchase at the end of that period. The loss is not covered by insurance since in the Dominion aeroplanes are only insured against damage by fire in the hangar. The pilot, Mr Bradshaw, was a frequent visitor to Big Bay, which although easily accessible by air, is in the heart of wild and unsettled country and is very difficult to approach by land.
It was 24 hours before news of the accident reached Invercargill, and this was only made possible by an extraordinarily fast overland crossing of 21 hours from the scene of the accident to the nearest telephone—at the upper end of the Holly ford. Such a trip usually takes three days, but Mr David Gunn, a farmer of Martin’s Bay, near Big Bay, did it in less than one day, doing much of his travelling through the night.
Following the accident Bradshaw it was found Bradshaw had a fractured spine and then he had to endure a Board of Inquiry, the first such inquiry ever held in New Zealand until which his licence was suspended and this put Southland Airways' development plans on hold. The hearing was held on the 23rd of June and the findings released on the 3rd of August.
The report stated, "The cause of the accident, was a spin at low altitude resulting from a stall in the final stages of a gliding turn when about to land. The stall developed because the necessary air speed was not maintained. The pilot contends that the necessary air speed was not maintained by him because the air speed indicator must have incorrectly recorded the air speed. Assuming, however, that the indicator developed a fault, tins should not embarrass a pilot of ‘B’ licence standard. The experienced airman knows by his air-sense when his speed is such that if it is not increased a stall will occur."
"We are, however, not satisfied on the evidence that there was such failure of the indicator. On December 29 the machine had been overhauled and tested in the air by the aero club’s ground engineer, and was found to be in perfect order. The air-speed indicator was then in perfect order and had never given any trouble. It is extremely unlikely that it would get out of order, and if it did the error arising would more likely give a low reading and so favour the maintenance of a safe air speed."
"We think that the pilot’s impression of the exact speed registered on the dial might not be very reliable. During rapid deceleration the indicator hand is constantly shifting. At this stage of the glide his attrition, too, would, under the circumstances, be centred mainly on the landing ground. Consideration would also, to be given by him to the fact that he was turning toward high hills which presented a false horizon. Assuming, however, that the machine stalled when, as stated by him. the indicator shelved an air speed of 70 miles per hour, this does not prove that the indicator was at fault. The evidence shows that in this machine under the existing conditions the stall could be complete with or without engine at 65 miles per hour."
"Pilot Instructor Smith in this machine always approached his landing ground by means of a glide, without using. the engine, and he so instructed his trainees. Bradshaw, on the other hand, adopted the method of approaching by a little engine and reducing his gliding speed. He admits that when approaching in this manner the machine squashed; it was therefore in a partially-stalled condition. This method of approach has always been looked upon with disfavour in single-engined machines by experienced pilots. Bradshaw apparently habitually glided this machine in very close to stalling speed, with very little margin of safety, necessitating the use of extreme care and the existence of ideal landing conditions."
“When at the critical time, when approaching the Big Bay beach, there was evidence of the machine being in a stalled condition, there would be a tendency to spin through having a little engine on. The pilot at this stage misused the controls by easing the stick back a fraction. The effect of this was to force the machine into and maintain a spin. In our opinion, it would have been possible to avoid a spin, or even to correct a partially developed spin, if the pilot had taken the correct action immediately, i.e., stick forward and full throttle."
In "Flying by Bradshaw" he held that according to the airspeed indicator, I was indicating 75mph when the stall occurred. I claimed that the airspeed indicator had been faulty and had given me a falsely high reading. The prosecution claimed that a stall would occur at 70mph, but I produced evidence that a plate screwed in the cockpit of the aircraft state that a stall would occur at 50 mph when fully loaded... I then cabled the manufacturers, De Havillands in England, and they replied that a stall would occur at 50mph when fully loaded. The Board would not accept this as evidence.
Despite not being fined and his licence not being cancelled Bradshaw's troubles were not over and it took some weeks before his licence was reissued in late September 1937. He later repaid the Southland Aero Club for the lost Fox Moth.
Back in the air, in early October 1937, the Southland Times reported that The advantages of travel by air have been demonstrated by Southland Airways to Invercargill residents during the past few days. Trips have been made to Stewart Island, Glenorchy, Big Bay and to Christchurch by way of Upper Okuru, returning via Timaru. Today and tomorrow further opportunities to enjoy the advantages and pleasures of air travel will be given, Southland Airways having decided to run special concession flights from the aerodrome at Myross Bush. Bus transport will be provided for ticket-holders. Some 50 flights over the city were made with one 88 year old passenger saying he was very pleased with his experience and he thoroughly enjoyed the trip.
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| Southland Times, 9 October 1937 |
The Marlborough Express of the 22nd of November 1937 reported on a non-stop flight of 4 hours 17 minutes from Invercargill to Blenheim accomplished Puss Moth ZK-ACX that morning, the machine leaving Invercargill at 4.53 a.m. and landing at the Municipal Aerodrome at 9.10 a.m. on its way to Auckland. The pilot was Mr A. J. Bradshaw, who had with him as passengers Mr Campbell and Miss Hitchin.
On the 6th of December 1937 a second Puss Moth was added to the Southland Airways fleet. De Havilland DH.80A Puss Moth ZK-ABG (c/n 2046), which was named "Hokioi" and Southland Airways "No. 4", had first operated with Rotorua Airways Ltd, being registered to them on the 21st of October 1930. Following an accident at Fernside, near Rangiora, on the 19th of March 1934 repairs were made to at the aircraft completed by New Zealand Airways Ltd of Timaru and the aircraft was registered to this company on the 6th of June 1934. Ownership passed to W. R. Wilmott of Timaru on the 26th of June 1937 before its sale to Bradshaw’s Southland Airways.
In early 1938 the Cromwell Argus reported on a couple visits to the local racecourse aerodrome by Bradshaw and his Puss Moth. The 17th of January edition reported that On Sunday morning Mr Bradshaw, with Messrs B. Leeder and J. McGregor as passengers, made a trip to the West Coast and back. In the afternoon he left for Glenorchy and Mt Cook with Miss G. Nelson as a passenger. On the 7th of February that he returned the previous week. Mr Bradshaw was accompanied by Father Fenelon, formerly parish priest at Cromwell and now of Riverton, and Mr W. Trembath, of Riverton. Prior to landing at Cromwell the plane made a trip over the Sounds district. On Tuesday a further trip over Milford Sound was made, the passengers being Messrs J. Hall and J. Crookshank, Cromwell, while again on Wednesday morning, under ideal flying conditions, two Cromwell ladies, Mrs A. W. Johnson and Sister G. Nelson, also had a delightful trip over the Sounds area. On Thursday Mr Bradshaw, with Messrs D. and S. Knowles, Glenorchy as passengers, made a fast trip from Glenorchy to Dunedin, returning to Cromwell the same day.
The Auckland Star of the 24th of February recounted a “pleasure flight” operated by Bradshaw in Puss Moth, ZK-ACX… Illustrating something of the freedom and easy speed of air travel, a Puss Moth machine, piloted by Mr. A. J. Bradshaw, with two passengers, arrived unannounced at Mangere after a trip from the South Island, in the course of which most of the rugged West Coast was covered. Leaving Glenorchy, at the head of Lake Wakatipu, on Sunday afternoon, the party had a glorious view of Franz Josef glacier before landing in front of the accommodation house at Waiho (Franz Josef). Stops also were made at Hokitika and Greymouth, and the night was spent at Westport. Next day the 'plane, before heading for Auckland, landed at both Palmerston North and New Plymouth. Prior to their departure for Gisborne and Wellington, one of the passengers, Mr. D. Knowles, of Glenorchy, said the party had greatly enjoyed the flight, adding that flying was just as comfortable as motoring.
One of the more interesting events Southland Airways was involved in was a race between a motor bike and a Puss Moth at the Oreti Beach races in March 1938.
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| Southland Times, 12 March 1938 |
The Southland Times reported on the race on the following Monday... An event which roused great interest was a race between Stewart, on his motor-cycle, and an aeroplane, piloted by A. J. Bradshaw. The aeroplane, which had a great advantage on the comers, won fairly easily, but Stewart gave the crowd an exhibition of fast riding and thrilling cornering. At one stage he was registering 102 miles an hour.
Bradshaw and Puss Moth ZK-ABG were often seen in other parts of the country. On the 30th of April 1938 he was at Westport Aero Club’s air pageant and a few days later he was recorded at Christchurch enroute to Wellington.
To be in Invercargill for lunch and to arrive in Greymouth too early for afternoon tea was the recent experience of Mr P. J. Patterson, of Invercargill, as reported in the Southland Times of the 7th of July 1938. Accompanied by another passenger and a pilot, Mr Patterson left at 12 o’clock on Friday in a cabin monoplane and reached Greymouth at 2.50. The log time for the journey was 2hrs 51min. When they left Invercargill, said Mr Patterson, the weather was bad, but it cleared after passing Winton. The machine flew over Mossbum and then over the two lakes at Mavora. The weather was now beautifully fine and some wonderful cloud effects were seen. After flying over the Southern Alps at an altitude of 8000 ft they came out at Okaura and Jackson’s bay was visible on the left. Passing over Bruce bay and flying up the coast and over both glaciers, Greymouth was reached in less than three hours. “The trip was a wonderful one,” said Mr Patterson, “and even the most timid person could not fail to enjoy it.”
However, on the return trip made on Monday, they met bad weather. It was intended to pass over the alps in a different part - on the south of Mount Cook. Approaching the alps, they had difficulty in gaining height because of the intense cold and ice formed on the plane. The machine became too heavy to reach the necessary altitude and the pilot turned back out to sea to thaw the ice. After flying further south, they were successful in passing over, after rising to a height of 12,000 ft. They had not gone far when dense clouds were met and the weather from then was very bad. When Lindis pass was reached, the pilot decided to go through the pass in preference to going over in the clouds. However, after flying several miles the machine met a bank of fog and it was necessary to make a quick return before the fog closed in. “In my opinion, it was only due to the excellent piloting of Mr A. J. Bradshaw, that the machine managed to fly safely out of the pass,” said Mr Patterson.
The pilot was now flying blind and when he was going over the top of the pass he decided to turn back because of the bad visibility. After flying back several miles he discovered a “hole” in the clouds and flew in a spiral from a height of 12,000 feet down through the clouds to discover his whereabouts. When he got through, he found that he was on the south side of Lindis pass, only about one mile out of his reckoning. They then flew at 2000 feet and it was necessary to call at Cromwell for petrol. After flying through the Kawarau gorge in preference to going over the tops in dense clouds, they flew past Queenstown and down to Invercargill, arriving about 3 p.m. The return voyage occupied one and a-half hours more than did the journey to Greymouth. “The pilot told me that the return trip was one of the worst he had experienced,’ concluded Mr Patterson.
In late August 1938 Bradshaw was again a visitor to the Cromwell aerodrome enroute to Invercargill from Okuru. The Cromwell Argus reporting that Mr Bradshaw is making bi-weekly trips to the West Coast.
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| Southland Airways' de Havilland Puss Moth on the Birch Hill strip, Mount Cook, in 1938. Photo V C Browne |
Southland Airways' bi-weekly flights the the West Coast's Big Bay were operated completely in the airline's own name and could be used by any of the whitebaiters. Bradshaw records, The Air Department granted a licence which permitted us to use the Big Bay beach commercially, and I planned to make a minimum of two flights each week into the Bay, carrying fare-paying passengers at the start of the season and gradually changing to freight only as the season progressed. The flight to the Bay, which took 1½ hours, was wonderful from a scenic point of view, and there was no problem in booking passengers.
I worked on the idea of placing blocks of ice in the tins of bait, and with this in mind turned up some large wooden moulds. A good friend at the Makarewa freezing works very kindly allowed us to place these moulds in one of their freezers, and when I returned from the Bay with a load of bait I would collect sufficient blocks to place two or three in each tin. I would force these well down into the bait and after soldering the lids and punching holes in the bottom of the tins for drainage would consign the bait on the rail. It would leave Invercargill at 7.00am for Lyttelton, would be transferred to the ferry, and will be auctioned in Wellington the following morning. The 1938 season saw Southland Airways make over 50 flights made to Big Bay.
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| Southland Airways No 4, de Havilland Puss Moth ZK-ABG on a West Coast beach. Photo : AHSNZ Collection |
The 17th of November 1938 was a historic day for aviation at Milford Sound when Arthur Bradshaw became the first to land an aeroplane there. The Southland Times reported: Mr A. J. Bradshaw landed at the head of Milford Sound in his Puss Moth monoplane at noon today. This is the first landing to take place here. The ground chosen is a sandy beach in a deep-water basin a mile away from the hostel. Mr Bradshaw made a perfect landing in less than 100 yards. On leaving the sounds he flew north and disappeared over the Pembroke Glacier. This also is unprecedented, as aeroplanes previously visiting the sounds have flown out to the coast to gain the necessary height.
Mr Bradshaw, who returned to Invercargill yesterday, said that the beach could be used for landing in cases of emergency, but the Civil Aviation Department would never allow it to be used for ordinary purposes. He landed at Lake Ada, a few miles away, on Tuesday and went by launch, by car and on foot in search of a natural landing ground, but could not find one. A ground could be made, but the cost would probably run into thousands of pounds. Before returning to Invercargill Mr Bradshaw made a landing at Big Bay.
In June 1938 Southland Airways bought Boeing-Canada 40H-4 ZK-ADY (c/n CB-7). This factory new biplane was one of two built for New Zealand Airways Ltd of Timaru. This company was looking to develop early air services in New Zealand but their choice of aircraft was considered obsolete and the company was not granted a licence that would be viable. In June 1938 Bradshaw bought ZK-ADY which had never flown in New Zealand and towed its fuselage to Invercargill while the wings and tailplanes were sent by truck. Nothing ever transpired with the aircraft and in January 1940 it was sold to R. Parer of Wau in New Guinea where it was registered as VH-ADX. On the 4th of April 1941 ownership passed to Mandated Airlines Ltd. The aircraft was destroyed by Japanese bombing at Wau on the 21st of January 1942.
Meanwhile, in 1938 Bradshaw started working with renowned photographer Vic Browne who was contracted to take aerial photographs for a publication, New Zealand by Air. In late December 1938, in preparation for the 1940 Centennial Exhibition, a large-scale model of New Zealand was constructed. To assist this work Southland Airways’ Puss Moth aeroplane, piloted by Mr. A. J. Bradshaw, with Mr. V. C. Brown as photographer was used to take aerial photographs over a number of months.
Early in 1939, Bradshaw recounted, I was fortunate to secure a contract with Sandfords Ltd of Auckland to air freight oysters from Invercargill to the Union Airways Electra airliner at Taieri Aerodrome five days a week whenever oysters were available. They would then be flown to the market in Auckland. Part of the job was to arrange to have five sacks of oysters opened by the Bluff fishermen each day, and to have them placed in four gallon sealed containers and railed to Invercargill, from where I would fly them to Dunedin. From memory, I received £5 per day for the flying, and although one would not become wealthy on a venture such as this, that appealed to me because it was regular work. Furthermore, I could be back at base by about 9.00am daily and still have almost a full day left for other work. As as the oysters weighed only about 100lbs I could also carry 2 passengers both ways commerce and the fares would be all profit.
On the 16th of February 1939 Southland Airways started a operation to fly oysters from Invercargill to Taieri to connect with the Union Airways' airliner to Auckland as reported in the Otago Daily Times the following day... Auckland lovers of that deep-sea delicacy, the oyster, were for the first time yesterday able to enjoy the popular shell-fish a day after the opening of the season at Bluff. This was made possible by using air transport for the conveyance of 300 dozen oysters from Invercargill to Auckland, a journey that was made in only seven hours and a-half. At 7 o’clock yesterday morning a plane, piloted by Mr A. J. Bradshaw, left Invercargill with the oysters safely stowed away and connected with the Union Airways liner at the Taieri Airport at 8.30. The oysters were transferred to the liner and arrived in Auckland in first-class condition at 2.30, in plenty of time for Aucklanders to enjoy the first-of-the-season catch at their evening meal. This consignment of oysters by air was undertaken as an experiment, and. if it has proved entirely successful, it is more than probable that a quantity of oysters will be sent to the northern city by air during the remainder of the season. The first flight was flown in Puss Moth ZK-ABG.
Another article in the Southland Times on the 17th of March gives a little more information on the operation... On five days of each week fresh Bluff oysters leave Invercargill by air at 7 a.m. and are on sale in the shops at Auckland the same afternoon... After being taken out of their shells the night before they leave Invercargill the oysters are placed in sealed containers. Mr Bradshaw has been carrying oysters to Dunedin since February 15 and he has taken on an average each week the equivalent of 50 sacks. The present warm weather has had an effect on the quantities transported, but when it becomes colder again it is expected that the quantity will be increased to more than 100 sacks a week. These flights also carried northbound passengers.
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| Southland Times, 3 March 1939 |
Again Bradshaw recounts, passengers patronised the service reasonably well, particularly northbound, for they could change to the airliner at Dunedin and be in Auckland that afternoon. During 1939 I flew 94 oyster flights from Invercargill to Dunedin and return and on no occasion did I cancel or fail to complete a flight. The oyster flights continued into October 1939.
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| Southland Airways' de Havilland Push Moth at Waipapakauri, (just north of Kaitaia), on 26 January 1939. Photos : M Mueller Collection |
Meanwhile the aerial photography survey of New Zealand continued. On the 1st of February 1939 the Northern Advocate reported that, After leaving Invercargill for an aerial tour of New Zealand, a plane piloted by Mr A. J. Bradshaw, of Invercargill, landed at Waipapakauri aerodrome on Thursday afternoon. The plane was being used to take a film of New Zealand from the air to bo used in connection with the Centennial celebrations. The aeroplane was first' seen in the Far North passing over Mangonui, and, after circling the North Cape, landed at Waipapakauri. Having arrived by the east coast route, the plane took off at 3 p.m. to return via the west coast, passing oyer Kaitaia, Rawene and Dargaville. Every town of importance was filmed. Mr Bradshaw, the pilot, in his private capacity conducts an air taxi service at Invercargill and last year carried over 2500 passengers.
March 1939 saw Bradshaw and the Puss Moth visit Westport for an Aero Club field day before heading home via Hokitika and Waiho. They later returned to Westport enroute to Wellington.
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| Southland Airways de Havilland Puss Moth at Hokitika. Photo : J Jamieson Collection |
The 1939 whitebait season saw about 40 flights made to Big Bay and Bradshaw records a rough estimate of the weight of bait flown out was in excess of ten tons. The last whitebait flight from Big Bay was in ZK-ACX on 8 December 1939. These flights into Big Bay and into nearby Jacksons and Martins Bays were a great bonus to the isolated residents, prospectors, hunters and trampers.
As noted, Southland Airways continued to operate after the outbreak of World War II. Bradshaw recounts, When World War Two was declared I immediately wanted to enlist in the Royal New Zealand Air Force, but I owned thee aeroplanes and it was essential that I dispose of them first. I managed to sell the Boeing ZK-ADY in Australia and the Puss Moth ZK-ABG in Invercargill, but this still left me with puss moth ZK-ACX which had just come out of an overhaul costing £700. The Air Force were prepared to take ACX but at their price of £500. I discussed my enlistment with Wing Commander Ted Olson and he advised me to fly ACX as much as I could before enlisting so that I would regain some of the cost of the overhaul.
The opportunity to reap a harvest presented itself as the Centennial Exhibition at Wellington was in full swing and the Wellington Aero Club had gone into recess for the duration of the War. I therefore applied for permission to base myself at Rongotai and joyride at the exhibition. This was granted, so after closing up in Invercargill I moved to Wellington.
As far as I was concerned that proved to be a bonanza! My log book showed that during the period from 4 January to 3 June 1940, 1830 passengers flew with me on joyrides. This was apart from charter flights made all over New Zealand. I made 80 return flights across Cook Strait to Blenheim alone. These were busy days, but a heaven sent opportunity for me to recoup my expenses.
Southland Airways officially stopped flying on the 3rd of June 1940. Bradshaw notes in this time Southland Airways had flown 9469 passengers to say nothing of the freight which accounted for a large amount of the company's flying. So what happened to the aircraft and to Arthur Bradshaw himself?
Bradshaw had returned to Invercargill in Puss Moth ZK-ABG on the 26th of January 1940 having sold it to Mr Angus Mclntosh as a private machine. Mr Mclntosh has been an enthusiastic aviator since the inception of the Southland Aero Club and is the holder of an A endorsed licence. In 1942 it was impressed into the Royal New Zealand Air Force as NZ594 on the 16th of June. After the War it was restored Angus McIntosh as ZK-AJW on the 15th of May 1946. Sadly, Angus was killed the aircraft was destroyed while on a flight from Invercargill to Christchurch when it crashed into the sea in bad weather conditions near Pukeuri, North Otago on the 25th of August 1948.
The Taranaki Daily News of the 18th of March 1940 reported that Bradshaw was at Stratford with his Puss Moth on the Saturday before on the occasion of the biggest aggregation of civil aircraft in New Zealand since the war began. Six cabin machines, from Wellington, Porangahau, Palmerston North, New Plymouth and Te Kuiti participated and several hundred people enjoyed a full afternoon's passenger flying, aerial competitions and displays of piloting. ZK-ACX’s civilian days were numbered, however, and it was impressed into the Royal New Zealand Air Force as NZ593 on the 2nd of July 1940. The aircraft was badly damaged at Ashburton on the 16th of December 1942 when it was struck by De Havilland Tiger Moth NZ661. It was written off and sent to De Havilland New Zealand’s plant at Rongotai to be used for spares, but ultimately the aircraft was rebuilt using parts from NZ582 (Ex ZK-ACB) and became NZ567 It was brought back into service with the Air Force on the 27th of March 1943. After the War it retuned to civilian life as ZK-AJN with the Civil Aviation Department on the 2nd of July 1946. On the 7th of July 1951 it was registered to J.R. Stackwood of Christchurch and it was cancelled from the register on the 31st of July 1968. It was placed back on the register on the 5th of June 1987 ZK-ACX and registered to Colin Smith of Manderville. The registration was cancelled on the 31st of August 2001but it remains a restoration project.
As for Arthur Bradshaw, he went on to fly with the RNZAF in New Zealand and the Pacific. Following the War he went to the UK flying the RAF Transport Command and the VIP Flight become becoming a civilian, in particular with the Belgian airline Sabena and the British airline Skyways. He returned to New Zealand in 1950 flying his Percival Proctor which became ZK-AVW which was to become a visitor to many parts of New Zealand. While he did fly commercially back here in New Zealand with brief stints with West Coast Airways and Golden Coast Airlines he made the decision to return to his pre-aviation career in tyres. Following a slight stroke in 1975 he gave up flying before passing away in 1981.
Undoubtedly Arthur Bradshaw can be considered the father of commercial aviation in Southland. One wonders what would have happened in the development of Southland Airways if the Fox Moth accident had not happened. His story is told in his autobiography, Flying by Bradshaw - Memoirs of a Pioneer Pilot - 1933-1975, a most excellent read. This book and the newspaper coverage of the times have formed the backbone of this post.
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