Mount Cook Airlines’ Amphibian Service - Flying to the Hauraki Gulf, the Bay of Islands and Stewart Island

This post continues two series of posts on air services to Great Barrier Island and air services to Stewart Island. Please feel free to contact me with any corrections or additions or any stories you might have that gives flesh to this fascinating piece of New Zealand aviation history. Posts on Tourist Air Travel's and Sea Bee Air's amphibian operations will follow at a later date.

When the Mount Cook and Southern Lakes Tourist Company Ltd acquired control of NZ Tourist Air Travel Ltd on the 1st of January 1968 it inherited two amphibious operations, the northern one based at Auckland’s Mechanics Bay which serviced the Hauraki Gulf and the Bay of Islands and the southern one based at Invercargill which serviced Stewart Island, Fiordland and the Southern Lakes. Between them the amphibian fleet consisted of five Grumman G-44 Widgeons. The Widgeon was a 5 passenger aircraft that were manufactured between 1941 and 1955. The fleet Mount Cook Airlines inherited included had two slightly different models; ZK-BAY (c/n 1362), ZK-BGQ (c/n 1391) and ZK-CHG (c/n 1356) were G-44 models which were the main production variant, while ZK-AVM (c/n 1466) and ZK-CFA (c/n 1439) were G-44A models which were an improved post-war production variant with a redesigned hull.

Grumman Widgeon ZK-CFA taken at Mechanics Bay soon after being painted in Mount Cook Airlines' colours.

At the time of the take over both the Auckland and Invercargill operations were isolated from the main Mount Cook Airlines network which at that time extended from Christchurch in the north to Manapouri in the south. The two operations were quite different.

Mount Cook Airlines’ timetables for the late 1960s and early 1970s give a good account of the scheduled services offered. One Widgeon was based at Invercargill for the Stewart Island service which had two return flights on Mondays, Wednesdays and Fridays enabling the islanders or people from Invercargill a full day in the city or on the island. A service was also flown on Saturday mornings and Sunday afternoons. The Invercargill-based amphibian was also used widely for trampers, hunters and fishermen as well as in support of the lighthouses in the Fiordland, Foveaux Strait and Stewart Island area.

Everyone knows it is a gaggle of geese, but did you know it is a company of widgeons... Three Widgeons from Mount Cook Airlines company taken at Great Barrier Island. Photo : Mike Newman

The other four Widgeons were based at Mechanics Bay in Auckland. This downtown location had earlier served the much large Pan American and TEAL flying boats. From Mechanics a regular, more commuter type service was flown to Surfdale on Waiheke Island (WIK) four times daily. Also, more on the nature of a regular service, were the flights to Great Barrier Island (GBZ) which operated five times a week on a Monday, Wednesday, Friday, Saturday and Sunday. Mount Cook also operated more tourist oriented flights. Four daily flights were scheduled to Pakatoa Island and Waiheke East Coast (ZED). Pakatoa Island had been bought by Sir Robert Kerridge in 1964 and he had developed it as a holiday resort. Daily flights were flown listed to Kawau Island, described as the Jewel of the Gulf. In the 1960s and early 1970s this was a particularly popular spot for tourists who visited Mansion House, the home of Sir George Grey, the Governor of New Zealand in the 1860s. Twice daily flights were scheduled to Kawau Island (KUI) during the summer season with a daily service operating during the winter. In addition the company also operated a thrice weekly service north to Waitangi (WGN).

The amphibian services in the Mount Cook Airlines' timetable of summer 1969-1970.

The Gulf and Bay of Islands Network - Pakatoa Island is at the eastern end of Waiheke Island

Flightseeing was an important part of the Hauraki Gulf operation. Harry Wigley, the company chairman noted in his 1972 Chairman’s report that, the novelty of a water take-off and landing is of tremendous appeal to overseas tourists as it provides the same kind of novelty that is provided by the ski-planes.

Anyone for a scenic??? Widgeon ZK-BAY at Paihia. Gladys Goodall Postcard

Following the takeover NZ Tourist Air Travel operated as a wholly owned subsidiary of Mount Cook Airlines but in June 1969 it was announced that the aircraft would be rebranded in Mount Cook Airlines colours and the Tourist Air Travel name would disappear. With the development of a container terminal for the Port of Auckland a modern engineering workshop and passenger facilities were set up in 1970. These two moves heightened the company’s profile in the Queen City.

Above, Grumman Widgeon ZK-CHG at Mechanics Bay on the 6th of August 1972 and below on the 20th of January 1974. Notice the change in the title.script.

 

Amphibian operations are prone to incidents and these did happen. On the 24th of October 1968, Widgeon ZK-AVM was carrying radio celebrity Selwyn Toogood and the “It’s in the Bag” team across to Stewart Island. However, on landing at Halfmoon Bay the plane flipped over. The newspaper account records that Captain J Hassett freed the passengers, who were hanging upside down by their safety belts. All got out safely and suffered no more than cuts and bruises and ducking in the chilly water. All the equipment for use in the broadcast is now at the bottom of Half Moon Bay. More equipment was obtained and less than four hours after the accident the show went on the air. The show must go on! Meanwhile, ZK-AVM was returned to Invercargill of the ferry, the Wairua, the next day and prompt action in dismantling and washing everything to get rid of the salt saved the airframe. The aeroplane was back in service by Christmas.

A much more tragic event happened on Christmas Eve 1970. Widgeon ZK-BAY had been hired by a TV news team to film a launch that was on fire near Brown’s Island. Witnesses reported that the plane landed, taxied twice round the burning launch and had then taken off again. On takeoff the plane banked as though to give those on board another look at the launch. As it came toward the launch it suddenly dropped into the sea in a vertical dive. It hit the water with, a lot of force, sending up a huge splash. The early morning hydrofoil from Waiheke was only ¼ a mile away and was on the scene within minutes. Despite the heroic attempts of a crew member and passenger on the hydrofoil the plane sank with the pilot, Capt. Roger Poole, and the three film crew members, Stephen With, Wayne Stevens, and David Grant. The accident report suggested the float near the wingtip could obscure filming, but for a better camera angle the aircraft could be flown with the right rudder to skid around the nose, with opposite aileron to counteract any rolling effect. The pilot’s view to the right was obstructed by the camera operator, he was flying into the early morning sun, and the artificial horizon was switched off and locked, all of which prevented him realising the dangerous angle until too late.

The recovery of Widgeon ZK-BAY. Photo : NZ Herald, 26 December 1970

The loss of ZK-BAY led to a lack of public confidence in the amphibian operation. For the company it also meant a reduction in aircraft capacity. The loss of the Widgeon was exasperated by two further incidents in early 1972. On the 28th of February 1972 ZK-CFA overturned while taxiing at Catherine Bay, Great Barrier Island. Then on the 31st of March 1972 ZK-CHG badly damaged one of its floats while taking off from Mechanics Bay when it ploughed into a boat’s wake. While no one was injured in either incident, the damage to aircraft meant the company was again stretched for capacity as they struggled to juggle damaged aircraft and the normal intensive maintenance programme the amphibians required. Dave Bates, in the December 1974 issue of Wings, described how the Widgeons are, each year, becoming increasingly expensive to maintain as they require a two-yearly Certificate of Airworthiness renewal and an annual overhaul in between. In general this means that the aircraft will be out of the air for about three months of the year, in addition to any time spent in the hangar for incident repairs. Although these inspections and overhauls are not expensive in terms of materials, the necessity to strip down the airframe to eliminate salt water corrosion is extremely expensive in man hours.

In 1972 a decision was made to replace ZK-BAY with an 11-seater Grumman Goose. During the 1970/71 summer the scheduled service between Mechanics Bay and Waitangi in the Bay of Islands was operated by a Widgeon on a daily basis. Traffic built up and the company were confident that with the increased capacity of a larger aircraft that the service would be extremely popular during the coming summer. Grumman G-21A Goose, ZK-DFC (c/n B-104) arrived in Auckland on the 5th of October 1972 after a marathon 16,000 mile flight from the United States via Canada, Iceland, Britain, Europe, the Middle East and Australia.

The bigger Grumman Goose at Mechanics Bay on the 20th of October 1975

On the 4th of November 1972 the company introduced its Golden Goose service from Paihia in the Bay of Islands to both Mechanics Bay and, to Auckland International Airport. John Ward, the district sales manager for Mount Cook Airlines, told the NZ Herald that the new service was designed to open up the Bay of Islands as never before. Three flights were offered each day to the Bay of Islands. The Goose began the day at Paihia with the first flight south leaving at 7.00am for Auckland International and Mechanics Bay. Northbound flights left Mechanics Bay at 8.45am, 3.00pm and 5.35pm. An important feature that Mount Cook promoted extensively was the new service linked with their new Hawker Siddeley 748 flights out of Auckland so connecting all the major tourist resorts in New Zealand. This means, the Herald reported, that a tourist can have breakfast at Waitangi Hotel, fly to Auckland, board Mt Cook Airlines' Hawker Siddeley 748 which has just been granted landing rights at Auckland, and head south. The 748 flies to Rotorua, Mt Cook, Queenstown and Te Anau - which means breakfast in the Bay of Islands and lunch among the South Island's mountains.

Mount Cook Airlines' Golden Goose timetable, Summer 1972-1973. Note the morning flights to Auckland International Airport to connect to Mount Cook Airlines' Hawker Siddeley flights to Rotorua and the South Island.

The Goose proved to be equal to the task. In addition to its larger capacity it also had the advantage of being able to handle rougher water and it proved operationally to be an excellent aircraft for the job. 1200 passengers were carried over the summer months with a 68% load factor for February and March 1973. While the Goose was fast proving itself the Widgeons were becoming more expensive to maintain due to salt water corrosion and other factors, and they were reported as becoming more uneconomic each year. The company decided to look toward restructuring the amphibian operation with Goose aircraft and at ultimate disposal of the Widgeons.

Mount Cook Airlines publicity shots... above Grumman Goose ZK-DFC taxis out at Paihia while below a  Grumman Widgeon adds to the beauty of Kawau Island.

 

The service to the Bay of Islands and Hauraki Gulf work meant the aircraft were always busy. By 1974 Great Barrier Island was receiving a daily flight by either the Widgeon or Goose. In addition to the scheduled services charter flying was an important part of the operation, flying to all parts of the Gulf, Bay of Islands and as far south as Rotorua. Apart from passenger charters other work included the servicing of the lighthouses at Tiritiri, Mokohinau and Cuvier. Mercy flights for accident and maternity cases.

The Goose certainly improved the passengers carried figures as shown in these figures presented by Captain Geoff Parker to the Hauraki Gulf Maritime Services Improvement Committee in March 1974:

Waiheke Island

1972 - 4515 (In) 4517 (Out)

1973 - 4458 (In) 4511 (Out)

1974 - 6900 (In) 7500 (Out) 

Great Barrier Island

1972 - 2362 (In) 2378 (Out)

1973 - 2151 (In) 1967 (Out)
1974 - 3100 (In) 2800 (Out)

Bay of Islands
1972 - 831 (In) 772 (Out)
1973 - 2606 (In) 2496 (Out)
1974 - 3900 (In) 3800 (Out)

(Estimated figures for March included with 1974 statistics)

However, the traffic was seasonal. January was the peak month for traffic. In January 1974 of the figure shown above over 2400 passengers were flown to and from Waiheke, 1250 to and from Great Barrier Island and 1020 to and from the Bay of Islands.

Widgeon ZK-BGQ arrives at Mechanics Bay. Photo : D McVicker postcard

In 1974 it was announced that Mount Cook Airlines had purchased a second Goose with the intent of replacing one of the Widgeons. Unfortunately this Goose crashed on takeoff at Wichita in Kansas on the 11th of October 1974. It was this crash that marked the beginning of the end of Mount Cook Airlines’ amphibian services. Faced with a sudden shortfall in available seats for the coming summer season a Britten Norman Islander was hastily ordered, and ZK-MCC (c/n 395) duly arrived in New Zealand on the 31st of December 1974. The Islander was quickly put to work on non-scheduled flights from Auckland to Kerikeri beginning in January 1975 and to Great Barrier Island from April 1975. Both these operations ran alongside and were complimentary to the amphibian service. By now the amphibian service was making a considerable loss and Harry Wigley told the company’s annual meeting that the company was not at all optimistic about the ability of the service to survive.

The replacement for the ill-fated second Grumman Goose, Britten Norman Islander ZK-MCC taken at Mount Cook on 18 January 1980.

Trying to keep the service economical meant increases in fares but a 34% increase in fares from the 1st of October 1975 proved too much. The County Chairmen of Waiheke and Great Barrier Islands said the amphibian service had moved out of the reach of the average man and the only people likely to use the amphibians were people from isolated bays who had no alternative. Mount Cook Airlines responded saying that the amphibians only had another two years of life in them. The heat, humidity and corrosion from seawater in the Auckland area created crippling maintenance costs, that they had never made money in Auckland and in the last year had lost $130,000. In addition the company cited how it was bound by the award rates and restrictive conditions of the various unions and it felt that it was quite possible that the operation would be better operated as a small owner/pilot type business.

On the 1st of November 1975 Mount Cook Airlines introduced a four times a day Britten Norman Islander service to Kerikeri (this was flown twice daily during winter) and a daily service to Great Barrier Island. The introduction of the Islander meant fares were lowered.

The Islander timetable to Kerikeri, Northern News, 5 February 1976.

The Islander timetable to Great Barrier Island, Barrier Bulletin, November 1975

The amphibian service was reaching the end of its days and in early March 1976 the company announced that the service would finish on the 30th of April 1976. By this time the Bay of Islands had the land based Islander air service operating to Kerikeri, Great Barrier was served by Mount Cook’s Islanders and the Auckland Aero Club and Waiheke island also had the advantage of a land-based service in the form of Rex Air Charter -

http://3rdlevelnz.blogspot.com/2011/04/rex-air-charter-waiheke-island-service.html

Concerns were expressed that nine major islands, Rangitoto, Motutapu, Rakino, Motuihe, Pakatoa, Rotoroa, Ponui, Kawau, and Little Barrier, did not have airstrips and that the loss of the amphibian would also mean the loss of the amphibian’s air ambulance role. These were not heeded and Mount Cook Airline’s Auckland-based amphibian service finally ended on the 30th of April 1976. There was mixed feeling as expressed in the Barrier Bulletin. Its brief comment in the March 1976 edition read, The end of the Mt Cook amphibian service has been expected for so long, and their fares and freight rates are so high, that there has been no great wailing on the island now that a definite date, the end of April, has been announced. Some of the island’s school children were somewhat more nostalgic as they farewelled the faithful amphibians. Later in the year Sea Bee Air took over the Hauraki Gulf operation.

A farewell tribute to the amphibians by Great Barrier Island school children. Barrier Bulletin, May 1976.

Meanwhile, the Stewart Island service continued to be operated by Mount Cook Airlines until the 3rd of September 1976 when it passed to Stewart Island Air Services -

http://3rdlevelnz.blogspot.com/2010/04/nzs-southern-most-airline-pt-1-stewart.html

Grumman Widgeon ZK-AVM at the South Sea Hotel, Oban

This company leased two Widgeons, ZK-AVM and ZK-BGQ from Auckland’s Sea Bee Air to ensure the continuation of the service until the new Britten Norman Islander service could be started to Stewart Island’s new airstrip at Ryans Creek.

As a postscript to the Mount Cook story in the Gulf the Britten Norman Islander service to Claris airfield on Great Barrier Island continued until the end of October 1976 when the company withdrew the service owing to lack of local support. Mount Cook’s Britten Norman Islander service to Great Barrier was the first true airline service to Great Barrier Island in terms of aircraft offered and professional standards. The irony is that this great tourist airline never really promoted the tourist potential of Great Barrier Island – that was left to Great Barrier Airlines several years down the track.

See also : https://sites.google.com/a/aotea.org/don-armitage/Home/great-barrier-island-history/air--sea-transport-tofrom-great-barrier-island/air-transport/amphibians-era-1955-89

For the Sea Bee Air story of amphibian services in the Hauraki Gulf see:
http://3rdlevelnz.blogspot.com/2011/12/sea-bee-air-last-chapter-of-scheduled.html

The Rodney Aero Club - Flying to Motu Kaikoura

POST UPDATED January 2021

The Rodney Aero Club was formed in 1953. At the time of the Club's 50th anniversary long-term instructor Rod Miller reflected on the history of the Club in the local community newspaper, Mahurangi Matters... 

Wellsford resident Eycke Zimmerman was the first to come up with the idea of forming a local club. He called a meeting and asked for £3 from each of the 30 people present. A steering committee was formed and several sites inspected. Mr Miller was dating his future wife Rosalie at the time. “I used to work In Auckland and come home for the weekends and sit there and wait for Rod,” Mrs Miller, 72, says. "Several hours later I'd see him coming up Hill St. He said: 'We've been looking for an airfield.'” Eventually a property owned by the Mclrvine family was chosen on Kaipara Flats Rd at Warkworth. It was the only suitable site in the district. An agreement was reached whereby the club would pay rates in return for a peppercorn rental. The swamp-covered land had to be drained and trees had to be blasted out. 

The Georgetti family, who owned Tawharanui at the time, donated metal for a hardstand area. It was barged up the Mahurangi River and local carriers distributed it at night. The 716m grass runway was formed in August 1964 and Rodney Aero Club opened in November that year. The clubhouse, hangars and flight office cost £3,500 and was paid for by members in £25 debentures. We did it all on the cheap through volunteer work and community spirit! Mr Miller says. "People had more time and didn't work on a Saturday." 

He recalls that when the club first opened, club member Alph Rattner bought a Piper Cub. "We used it for a year then we bought a Cherokee 140. It cost $9338 then. They're worth $400,000 now." Mr Miller flew the Rothmans-sponsored Cherokee over East Coast beaches doing shark patrols for Radio Hauraki before the club traded it in for a Cessna 172 in 1977. The Cessna is still used today. The runway was extended by 100m in 1993 and now accommodates most common light aircraft. 

The Royal New Zealand Air Force (RNZAF) and Auckland Parachute Club used the site until 1999 when local residents started complaining about noise. Topdressing has been discontinued, with trucks now used instead. Mr Miller is currently teaching his 14-year-old granddaughter, Rochelle, to fly. 

The Martin's Bay resident has run scenic and charter flights and carried out conservation missions such as searching for Maui dolphins on the West Coast and storm petrel and kakapo in the Hauraki Gulf. He has just made his 280th flight to Motu Kaikoura Conservation Island beside Great Barrier. Mr Miller is a trustee of the island, which is in the process of having pests removed, and having a track built around its perimeter. 

Motu Kaikoura (Kaikoura Island or Selwyn Island) is the seventh largest island in the Hauraki Gulf. 90kms north east of Auckland it is located on the western coast of Great Barrier Island where it forms the natural harbours of Port FitzRoy and Port Abercrombie. 

The island is protected as a Crown-owned reserve and managed by a Trust. It is home to the endangered brown teal and the north island kaka as well as many native trees and shrubs. At its nearest point Motu Kaikoura is as close as 80m to Great Barrier Island, across the 'Man-of-War Passage', and a similar distance from Nelson Island to the west.

Motu Kaikoura airstrip, September 2010. Photo : Jean210

There are no scheduled ferry or flight services to Motu Kaikoura. There is an airstrip is which is served on an on-demand charter basis by the Rodney Aero Club from Kaipara Flats with Cessna 172N ZK-EJR. Jean210 has sent me these photos of the 172 on Motu Kaikoura.

Rodney Aero Club's Cessna 172 ZK-EJR on Motu Kaikoura airstrip, September 2010. Photos : Jean210

 

Vincent add's Air National's Whisper to its fleet

Noted in the CAA register on the23rd of June 2011 was the change of ownership of Air National's BAe 146 Whisper Jet, ZK-ECO to Vincent Aviation. Previously Air National's Jetstreams ZK-ECI, ECJ and ECR were registered to Vincent Aviation. It appears Vincents are operating the aircraft for Air National under their own licence. The 146 was done a little of bit of flying, it being seen in Christchurch, Napier, Palmerston North, Nelson and Dunedin in June. Earlier this month it has flown to Queenstown and Palmerston North.

It will be interesting to see if it appears with Vincent titles.

A day in Northland...

When grabaseat has a $1 fare to Kerikeri, you really just have to take it...

Beech 1900 ZK-EAR had already had an early start, it had flown Blenheim to Auckland before being my ride to Kerikeri.

With the chorus of the usual comments about the size of the 1900s NZ2650 with its 14 passengers gets ready to depart

Take off on runway 23 with the mudflats of the Manakau Harbour

The last unobstructed glimpse - the Harbour Bridge slips by the other side.

Only the occasional glimpse of the Kaipara Harbour

The problem with the 1900s... they fly above the clouds

Kerikeri's mish mash terminal...

...where with the camera on the widest angle possible I could just fit the Beech in.

A1 Rentals Northland were there to meet me and then off to Kaikohe to do some research on air services through Kaikohe (a future series of posts) and also some background reading for the Great Barrier Island series that I am currently working on.

Ross, one of Salt Air's pilots loads the ride home, Gippsland Airvan ZK-MAB.

She's not pretty, but this Aussie aeroplane gives the impression of being a sturdy workhorse.

Ross lines up on Runway 15 at Kerikeri with his 3 passengers on board

The beautiful rolling green Northland countryside

In the foreground Waitangi on the left and Paihia on the right with Russell across the bay

Opua

Approaching Whangarei

Reaching across the passenger next to me, a desperation shot of down town Whangarei

The magnificent shapes of Whangarei Heads

On finals at Whangarei

Airborne again with another couple of passengers bound for North Shore

Looking along the beach to Marsden Point Oil Refinery and the Whangarei Heads

A heavenly spot as the weather gets more gloomy... but at least flying below the clouds there is still plenty to see

Can you see it???? Great Barrier Island is out there...

Coming up over Orewa and the Whangapaora Peninsula in the background

On final approach to North Shore

Loading of the Airvan begins as soon as we get off...

and in fact, the Airvan was on its way north before we head off down the Busway to Auckland.

Spot the Runway Lights!

A category 3 landing in Brussels with 200 metres visibility... Might help having such an instrument system like this in Hokitika to help with those occasional days of bad weather

Seminole for Nelson

Captured today at Auckland by Wayne Grant is Piper Pa44 Seminole ZK-NNN on its delivery flight to Nelson. It is registered to Woodlands Services Ltd who operate the Hawker Beechcraft B300 ZK-MMM (http://3rdlevelnz.blogspot.com/2011/06/twin-or-two.html) and is now, according to the Golden Wings website, offering training including instrument rating & renewal, GPS rating & renewal, multi engine rating & renewal and in-house flight testing. All the training and test flights are conducted in the 2010 model Piper Seminole with full electronic ‘glass cockpit’ flight display. Photo taken at Auckland on 3 July 2010. Photo : Grant

I'm dreaming of an International Airport

Invercargill - Aussie-city flights just 'pipe dream'

http://www.stuff.co.nz/southland-times/news/3299303/Aussie-city-flights-just-pipe-dream

Dunedin - Poor demand forces cut in Dunedin-Sydney flights

http://www.stuff.co.nz/business/1389099

Palmerston North - "Almost zero" chance of ever attracting international flights again

http://www.stuff.co.nz/manawatu-standard/news/5170150/Councillor-Airport-must-go

Napier - (has just extended its runway) Bay hopes out on a dead limb

http://www.hawkesbaytoday.co.nz/local/news/editorial-bay-hopes-out-on-a-dead-limb/3733191/

Rotorua - (after extending their runway and getting an international service) Six flights between Rotorua and Sydney have been cancelled this month and next because of low passenger numbers.

http://www.nzherald.co.nz/new-zealand/news/article.cfm?l_id=71&objectid=10729265

Hamilton - Air New Zealand Axes international flights to Hamilton

http://www.stuff.co.nz/travel/661107/Air-NZ-axes-Hamilton-international-flights

Tauranga - (also able to take jet aircraft) Airport chairman and city Mayor Stuart Crosby said transtasman air services were not on their radar. It was not economical.

http://www.bayofplentytimes.co.nz/local/news/top-story-bold-new-airport-expansion-plan/3660125/

Whangarei - A lot more work is needed before an international airport becomes a reality in Whangarei... Not convinced there would be a market for an international airport.... It's something a lot of people dream about.

Hokitika

Hokitika Airport Ltd will find out early next year the full cost of the long-time dream of bringing passenger flights directly from Australia to Hokitika on a regular basis. The company yesterday called tenders for possible new designs for an upgraded airport, capable of handling international arrivals. According to the design brief, the airport company has set a deadline of March 31, 2012, for final costings for an upgrading of runway and terminal facilities that would handle low cost carrier operations, both domestically and internationally. The costs of increasing the runway length to a suitable length to bring in Bombardier Q400, Boeing 737 and Airbus 320 aircraft flights from Melbourne, Sydney and Brisbane are all being treated as “commercially viable”. As well as assessing the cost of extending the runway and terminal buildings, further commercial opportunities, by way of bringing air freight to Hokitika, will also be investigated. Airport chairman Bruce Smith said a number of other improvements would also have to be made. “There is a lot to do,” he said. Improvements would also have to be made to disabled facilities, the airport car park, security, a new baggage carousel, baggage handling options and office facilities.

http://www.greystar.co.nz/content/airport-pursues-aussie-flights

How about trying to get an early morning Hokitika-Wellington and evening return service first??? How many Hokitika and Greymouth people drive to Christchurch to catch a cheap fare from Christchurch to the capital??? Or how many Greymouth people drive the 1 hour to Westport to catch a direct flight of 50 minutes to Wellington rather than drive 30 minutes south to Hokitika to catch a 35 minute flight to Christchurch and wait for however long to catch a 45 minute flight to Wellington???

Convair ZK-CID on the move - but not far... yet?!

If you been through Palmerston North the last few years you will have noticed Air Chathams' all freight Convair ZK-CID languishing outside the Fieldair hangar as you srive into the terminal. I noticed that it had been moved to the other end of the hangar when I was in Palmerston North making my $5 donation to the terminal upgrade. The news section of the Palmerston North Airport website notes The Air Chathams Convair that has been parked alongside the main entrance to the terminal for a long time has now been moved to a park behind Fieldair Engineering. Air Chathams expect the aircraft to be made airworthy again at some stage. In the meantime it is parked out of the way ready for maintenance.

I hope they do get it going... I've never seen it fly and only seen it the state shown below

Languishing at Palmerston North, Convair 580 ZK-CID in long term storage outside Fieldair. Taken on 30 September 2007 (above) and 10 July 2010 (below). Photos : S Lowe

 

Sounds Air Ups Its Blenheim Flights

Sounds Air is increasing its flights to Blenheim from the 1st of August 2011. Thirteen new flights will be added to the schedule. The most significant feature is the addition of five new morning return flights and five new lunchtime return flights. The evening service is increased to a Sunday to Friday service and a new Saturday morning service is also offered. The fare, at a standard $ 86.00 each way, is cheaper than air2there.com and Air New Zealand's low fares.

Sadly, the Soundsair website doesn't have a downloadable copy of their schedules.

In addition to services to Blenheim Sounds Air also flies five times a day between Wellington and Picton and has twenty flights a week scheduled between Wellington and Nelson using its fleet of three Cessna Caravan aircraft.