Looking forward to seeing it fly...

Still waiting to get airborne is Auckland Seaplanes' DHC Beaver ZK-AMA taken at Westhaven on 5 October 2013

Associated Air - Paraparaumu's Friendly Little Airline

Air New Zealand commenced flying between Auckland and Paraparaumu on the 25th of October 2011 and on the 4th of November 2013 the airline will commence Paraparaumu-Christchurch flights. In the 1980s, however, there was another airline that pioneered these services. This is the story of Associated Air.

Harry Jenkins, a Pukekohe bulldozer-driving contractor, started learning to fly with the Waikato Aero Club, gaining his PPL in 1960 and his commercial and instructor ratings in 1966. Moving into the aviation industry he started flying for Paraparaumu based New Zealand Aero Sales. When this company was sold he started the Paraparaumu Flying School, a branch of Jim Bergman's Auckland Flying School which was later to Rex Aviation. While under the Rex Aviation banner he commenced a regular service to Westport and Greymouth (see http://3rdlevelnz.blogspot.co.nz/2012/05/rex-air-charter-west-coast-service.html) while the training and air charter business expanded. Rex Air Charter was in turn taken over by Dalhoff and King. When this company later sold the business that be had built up to Capital Air Services and the Wellington Aero Club. Harry was so outraged that on the 1st of July 1975 he started up his own company, Associated Aviation, offering flying training and limited charter work from Paraparaumu. In the beginning the company operated two Cessna 150s (ZK-CTE and CXE) and a Cessna Cardinal RG (ZK-DRF). Then on the 1st of September 1976 a Cherokee 180 (ZK-DLN), the first aircraft owned by Associated, joined the fleet.”   

In February 1979 Piper Pa23-250 Aztec E ZK-ERM (c/n 27-7405435) was been added to the fleet and this added a new dimension to the company’s charter work. The arrival of the Aztec also heralded the arrival of a new name, with the aircraft carrying Associated Air Charter titles. A feature of the charter work was a number of charter flights to the Chathams Islands that operated from May 1980.  

Captured shortly after arriving on the line, Associated Air Charter's Piper Aztec at Paraparaumu in April 1979

In 1975 Robert Inglis and Nicki Smith had worked for Harry Jenkins as he established Associated Aviation in Paraparaumu. In 1978 they established their own Motueka-based flying school, Associated Aviation (Motueka).  In 1980 they, along with Harry Jenkins, bought Nairn Aviation and changed the flying school and air charter operator's name to Associated Aviation (Nelson).

On the 22nd of April 1980 the company began its first air service, a passenger and freight service from Nelson and Motueka to Collingwood and Takaka. The service operated on Tuesdays and Fridays with the morning flight leaving at Nelson and flying direct to Collingwood and then returning via Takaka and Motueka returning back at Nelson at 9.10am. The afternoon flight left at 4.00pm and reversed the morning service's route arriving back at Nelson at 5.40pm. This service ended some time later.

The Golden Bay air service, effective 22 April 1980

In 1981 the company commenced a second regular air service. In January 1981 The Dominion announced that Associated Aviation had joined with Raumati Carrying and Contracting Ltd to establish a new door-to-door delivery operation between the Kapiti Coast and Auckland. The new service, known as Arrow Air Freight, operated on an air taxi basis. The Aztec left Paraparaumu for Auckland at 6.00pm with the return flight leaving Auckland at 8.30pm to arrive back at Paraparaumu at 10pm. In addition to freight there was room for at least one passenger seat available on the five-seater.

The Dominion, 13 April 1981

The Dominion, 13 April 1981

Arrow Couriers and the Aztec... The Dominion, 13 April 1981

At the beginning of December 1981 Associated Air Charter began operating air-taxi flights to Auckland and return twice-weekly. Early in January, this was stepped up to a regular three return flights a week service operating on Mondays, Wednesdays and Fridays. The introduction of this service marked the beginning of the airline proper and it Associated Air Charter became known as Associated Air.

Associated Air's first timetable, effective January 1982

In April 1982 the company successfully applied these flights to operate on a scheduled basis and for the addition of a nine seat Cessna 421 Golden Eagle to their fleet. Harry Jenkins told the Kapiti Observer that “the service has been very well supported, and with a history of four months of high loadings, has proved itself sustainable," The flights departed Paraparaumu at 7.25am, the aircraft remaining in Auckland for day and the return flight leaving Auckland at 4.25pm, for the 90 minute flight to Paraparaumu.

The nine-seat aircraft was introduced to the fleet in September 1982 in the form of Cessna 402B Utililiner, ZK-DSB (c/n 402B0585). The 402 carried Associated Air titles and this was to be a feature of subsequent aircraft. Late in 1982 the airline added a second Cessna 402, ZK-KAN Businessliner (c/n 402B0931), to the fleet. This aircraft retained its executive configuration for some time. 

Kapiti Observer, 5 January 1983



  

Above, the first of the two Cessna 402s, ZK-DSB at Christchurch in October 1985. The 402 would sit in the Garden City all day before its return service to Paraparaumu. Below it is seen repainted at its Paraparaumu home base on 15 May 1988.

 

  

In late 1982 the company began operating air taxi flights to Nelson to test the market for a scheduled service. At the same time, the company had been flying freight to and from Christchurch, with some 3691kg of freight having been carried in October and November 1982. The company successfully applied to fly scheduled services to both South Island cities. The scheduled services to Christchurch and Nelson, which were operated by the Aztec, officially began from the 11th  of April 1983. Both services were operated on Mondays and Fridays. The Nelson service operated on Monday mornings and in the late afternoon/early evening on Fridays. The Christchurch service operated during the middle of the day.

Announcing the new service to Christchurch - Kapiti Observer 26 March 1983



Not long after the Christchurch service started Piper Aztec ZK-ERM was there operating the flights on the Monday of Queen's Birthday weekend, 7 June 1983.



The Auckland service, which had been getting loadings of some 70%, had been expanded some months before to operate Monday to Friday a northbound flight leaving Paraparaumu at 7.25am and departing from Auckland at 4.25pm. On Fridays the flight departed Auckland early in the afternoon and then flew a second Paraparaumu-Auckland-Paraparaumu service in the late afternoon/early evening.

The second Cessna 402, ZK-KAN at Paraparaumu on 15 May 1988

Timetable Number 4 including the new Christchurch and Nelson services. Effective 11 April 1983

From the 19th of September 1983 the twice weekly service to Christchurch, which had operated in the middle of the day, was rescheduled to leave early in the morning and return late afternoon enabling a full day of business in Christchurch for the passengers from the Kapiti Coast. This service was altered from the 2nd of April 1984. Blenheim was included as a stopover. This enabled Kapiti business people a full day in either Blenheim or Christchurch and likewise Blenheim people received their direct air connection to Christchurch for many years. The frequency of the Christchurch flights was increased to three flights a week at the same time. 



This service was altered in April the following year with the inclusion of Blenheim and the frequency was increased to three flights a week. An addition to the fleet was made in March 1985 with the arrival of Cessna 310R, ZK-ETM.

Harry Jenkins at Blenheim in 1984 with Cessna 402 ZK-KAN after the company introduced flights between Blenheim and Christchurch after an absence of a direct flight for many years. Air New Zealand now fly Blenheim-Christchurch thrice daily on weekdays.

Cessna 310R ZK-ETM at Paraparaumu on 16 January 1986

With the collapse of Air Albatross Associated Air saw an opportunity to expand its services. From the 12th of January 1986 the company altered its Paraparaumu to Nelson service to run via Palmerston North each weekday. The aircraft flew to Nelson, via Palmerston North, then did a return Nelson-Palmerston North flight before returning to Paraparaumu via Palmerston North in the evening. A Paraparaumu-Palmerston North-Nelson return service was also offered on Saturday mornings and Sunday evenings. Unfortunately Eagle Air had the same idea and extended their Hamilton-Palmerston North service to include Nelson. Two operators couldn't survive on the route and the Associated Airlines service didn’t meet expectations and was short-lived, lasting only two months. The company then returned to the twice weekly service between Paraparaumu and Nelson with Palmerston North being dropped from the schedule. This twice weekly Nelson service was itself dropped in 1987 only to be reinstated the following year.

In the aftermath of the Air Albatross collapse - The Dominion, 6 January 1986

The timetable for the Palmerston North-Nelson service replacing Air Albatross effective 12 January 1986. Air New Zealand now fly this route twice a day on weekdays.

In June 1987 night flights were commenced to carry the National Business Review, which was being published in Paraparaumu. From Monday to Friday the Cessna 402s and the Cessna 310 flew the NBR to both Auckland and Christchurch in time for the early morning delivery.

On 1 November 1987, aged 59 and still actively involved with the airline, Harry Jenkins passed away. His widow Mary took over as the principle shareholder, while their eldest son Russell became the operations manager/chief pilot. In 1988 Cessna 402C ZK-LMP was registered to Associated Air, however, it was sold after two months.

In mid 1989 the company was rebranded as Associated Airlines. The company also sought to expand its flights to Auckland and at the same time including Wanganui in its services from the 19th of June 1989. The Cessna 402 flew from Paraparaumu to Auckland and then did an Auckland to Wanganui return service. It then flew back to Paraparaumu via Wanganui arriving home at 2.45pm. It then returned to Auckland via Wanganui before flying direct back to Paraparaumu. These extended services were short-lived.

Now flying to Wanganui - timetable effective 19 June 1989

In October 1989 year the company introduced Cessna 421 Golden Eagles to the fleet, with ZK-JBF added to the fleet and later, in early 1990, ZK-DCN. The frequency of the southern service to Blenheim and Christchurch was increased to a weekday service. At the same time Saturday night freight flights between Hamilton and Timaru for Sunday newspapers were added to the schedule. The introduction of the Golden Eagles meant the end for the Cessna 310, ZK-ETM, and the two Cessna 402s, ZK-DSB and ZK-KAN, and these were sold.

Cessna 421C Golden Eagle enjoying the Hokitika sun on 24 May 1991

The frequency of the southern service to Blenheim and Christchurch was increased to a weekday service from 7 May 1990. However, on the 23rd of July 1990 Air Nelson introduced direct Blenheim-Christchurch flights. Associated Airlines’ found the competition too much subsequently discontinued its Paraparaumu-Blenheim-Christchurch service.

A major change happened for the airline at the end of 1990. On Christmas Eve 1990 it was announced that Air Nelson was to further expand its services with Metroliners taking over from Associated Airlines' Cessna aircraft on the Paraparaumu-Auckland and Paraparaumu-Nelson routes. The Metroliners were to operate Paraparaumu-Wanganui-Auckland and the twice weekly Paraparaumu-Nelson service was eventually operated with Piper Chieftains or Navajos. The change, which was to be effective from 4 February 1991, meant that Associated Airlines would cease to operate. The three Associated Airlines' pilots transferred to the Air Nelson staff and underwent training as Metroliner first officers and three Air Nelson captains transferred to Paraparaumu. Two reservations and traffic staff at Paraparaumu were also given the opportunity to transfer to Air Nelson. Associated Airlines' managing director Mr Russell Jenkins was to manage the Air Nelson operation in Paraparaumu. The flying school and air charter business, Associated Aviation, continued its operations unchanged from its separate location on Paraparaumu Airport.

However, it was not a complete dead and buried for the company. In June 1991 Associated commenced a contract with Armourguard to carry freight between Wellington-Napier-Gisborne. Another contract was signed with the Sunday Times to carry printing plates between Auckland and Timaru on Saturday nights. Beech 58 Baron ZK-WLV was added to the fleet in 1994 and this was primarily used for charter work. It was sold in April 1997.

By 1994 Air Nelson’s Metroliners were replaced on the service between Paraparaumu and Auckland, with Associated Airlines using their Cessna 421 Golden Eagles to operate the Air Nelson service. 

Another Associated aircraft on a charter to Hokitika, Beech Baron ZK-WLV on 7 June 1996

Toward the end of 1996 the Armourguard flights between Wellington, Napier and Gisborne ceased. Then, during December 1996, Air Nelson, flying under the Air New Zealand Link banner relinquished the Motueka-Wellington-Motueka service in favour of Associated Airlines. Associated Airlines added ex-Air Nelson Piper Pa31-310 Navajo ZK-NSN to their fleet and commenced operating the Motueka-Wellington service on the 2nd of December 1996. The airline operated the Motueka service until the 27 February of 1998. Associated Airlines' withdrawal marked the end of scheduled air services to Motueka. 

The Dominion, 24 December 1996

Associated Airlines acquired both the Motueka service and the Piper Navajo from Air Nelson... ZK-NSN taken at Motueka on 2 January 1998

The Motueka timetable effective 1 February 1997

On the 20th of November 1995, with Air Nelson long gone from Paraparaumu, Associated Airlines resumed their weekday return service to Auckland using their Cessna 421 Golden Eagle.

Kapiti Observer, 10 February 1997

On the 10th of November 1997 the 421 was replaced by Origin Pacific Jetstream 31s on the Paraparaumu - Auckland service operated on behalf of Associated Airlines. The last remaining Cessna 421, ZK-DCN, continued to be used for charter work. The company finally ceased operating the Paraparaumu-Auckland air service in May 1998 with the 421 eventually going to Origin Pacific in April 1999. Both Russell and Keith Jenkins took up commands with Origin Pacific.

One of  Origin Pacific's Jetstreams ready to operate the Auckland service. Kapiti Observer, 10 November 1997

The Auckland Paraparaumu service as operated by the Origin Pacific Jetstreams, effective 1 November 1997

The last remaining Cessna 421, ZK-DCN, continued to be used for charter work. The company finally ceased operating the Paraparaumu-Auckland air service in May 1998 with the 421 eventually going to Origin Pacific in April 1999. Both Russell and Keith Jenkins took up commands with Origin Pacific.

Associated Airline's second and longest serving Cessna 421 Golden Eagle, ZK-DCN, at Nelson on 3 January 1991

Great Barrier Airlines Summer Schedule

Great Barrier Airlines have just released their Summer 2013/2014 schedule.  The company is offering its normal summer routes between Great Barrier Island and Whangarei and from Auckland to Whitianga and on to Great Barrier Island. Both these routes operate on Fridays and Sundays. This summer the airline has added a new on demand flight between Great Barrier Island and Tauranga on Fridays and Sundays.

Sounds Air adds a couple more flights to Blenheim

Sounds Air have announced that they will add extra flights between Wellington and Blenheim on Fridays and Sundays. The new flights, which will start on the 1st of November, will see an extra evening return flight flown between the two centres on Fridays and Sundays. 

Fox Glacier's short lived NAC air service

 

UPDATED AUGUST 2023

 

The October 2013 issue of Aviation News reported that the Fox Glacier airfield was for sale. The Harcourts' website described the Fox airstrip as follows...

This air field is within a freehold lifestyle block of 24 hectares located near the main West Coast Highway (SH6), close to the township of Fox Glacier. The air field was formed about 1935 by a local farming family who still have a very strong presence in the Fox Glacier area. It is the only air field servicing Fox Glacier. Pilots and passengers are only about five minutes walk from the village. The land is farmed with five paddocks all with a water supply for stock, plus a holding paddock and cattle yards. It winters about 40-50 dairy cows and produces good quality feed. There is a small area of native bush on the northern boundary and the property is adjacent to Westland National Park. This is the first time outside the family that this property has come to the market. There is an opportunity here for engagement in the tourist industry.

This airstrip, is in fact Fox Glacier's second airfield. The original airstrip at Weheka, as Fox Glacier was originally called, was established by Air Travel (NZ) Ltd in 1935. It's location, some kilometres down the flat is still easy to find. One needs to simply take Cook Flat Road towards Gillespies Beach. The airfield was located on the left immediately after the road veers hard right towards the bush. There is nothing to be seen to recognise it as such.

 

The landing chart for Weheka, 1946

 

After Air Travel (NZ) was taken over by the National Airways Corporation on the 1st of October 1947 Weheka was also used as an on-demand stopping point on NAC's services between Hokitika and Haast. However, as far back as early December 1946 there were concerns on the state of the Weheka airfield and plans were being prepared for its improvement and extension.

 

The NAC air route map and timetable extracted from Whites Aviation, December 1947

 

 

In January 1948 the Progress League's concern was expressed in the Greymouth Evening Star that the closing of the Weheka airfield might prevent ambulance planes from using the strip...  In view of the rough road conditions between Waiho and Weheka, the need for ill or injured persons to be brought to Hokitika by air ambulance was stressed. The league has taken no action pending the receipt of further information concerning the closing order. 

The importance of the airfield is highlighted in the story of the rescue of Ruth Adams, a climber who fell 150 feet and broke her left arm while making an ascent of Mount La Perouse with three other climbers. The Press of the 16th of February 1948, reports on her rescue and her being flown from Weheka to Christchurch six days after the fall. Sixteen guides and experienced climbers, one of them a doctor, rescued Miss Adams from Mount La Perouse. An aircraft from Timaru made flights to the scene of the accident to drop food and equipment, and on the West Coast side 12 bushmen blazed a trail through the bush up the Cook river valley to the snow-line of the peak. A National Airways Corporation Fox Moth was made available to fly Miss Adams from Weheka to Hokitika, and then to Harewood on the 15th of February 1948. 

On the 3rd of March 1948, despite the Weheka airfield's use for the air ambulance flight, the Greymouth Evening Star reported on the Progress League having received notification that Instructions have been issued that Weheka airfield is not to be used, even for ambulance and maternity cases, because of its present uneven surface, which makes a source of great danger,” stated the National Airways Corporation, in a letter to the league. It added, however, that it had requested that the Weheka airfield be brought back into a serviceable condition at the earliest possible date, and immediately this was accomplished, the corporation would include the airfield on its scheduled services. Adequate communications existed in the event of an emergency arising and medical attention being necessary, the corporation stated. It was vital that a landing ground should be available at or near Weheka, advised the chairman of the Westland Hospital Board, Mr E. W. Heenan, in a letter, in which he referred to the position of a large number of residents in far South Westland who required medical attention urgently. It was decided to make representations on the matter to the Director of Civil Aviation.

Further information was furnished the following month. The Grey River Argus of the 7th of April 1948 reported that, Due to the lack of proper maintenance, and the fact that the Air Department is unwilling to do any thing the Weheka aerodrome cannot be used by Fox Moth aircraft, the general manager of the National Airways, Mr F. M. Clarke, advised the Progress League. “Until improvements are made, no operation from Weheka can be contemplated other than for urgent ambulance cases, the degree of urgency being assessed between the risk to the patient involved in transportation by (a) surface means and (b) by air under existing conditions. Any requests to the Corporation for air ambulance service in cases which may be classed under the above categories will receive every consideration,” Mr Clarke wrote. Mr J. B. Kent, M.P., informed the League as follows: “In connection with the Weheka aerodrome, I have to report that the relicensing of this aerodrome is under review. It. is one of several aerodromes maintained by the Public Works Department and the Minister of Defence states that it is seldom used and owing to the nature of the surface is not entirely suitable. The Minister further states that owing to its isolation combined with the relatively little use it receives it would be uneconomical to effect major improvements at. the present time. It is considered also that the licence which will be issued shortly will probably not include Dominie type aircraft.” 

On the 2nd of June 1948 the Greymouth Evening Star reported that The Weheka aerodrome has now been licensed for use by light aircraft up to 300lbs and by Fox Moth aircraft, stated a telegram received by the league from the Director of Civil Aviation. The airfield was recently closed down, but its use, at least for ambulance planes, had been the subject of representations by the league. It was stated that the new licence would be satisfactory and enable the previous service to be restored.

While NAC undoubtedly used the airfield for air ambulance and charter flights, the regular NAC service to Weheka, was not restored it no longer appeared in the airline's timetable. Weheka thereby holds the record for port with the shortest NAC air service, only being served for some four or five months.

The Weheka airfield on 3 April 1953 with an aircraft on the strip. The road on the top of the photo is Cook Flat Road with Fox Glacier village being some km east. The road from top to bottom is Gillespies Beach Road. Photo : http://retrolens.nz 

Conserving Flightless Birds - A comment for today

Air New Zealand is contributing an extra $4.5 million to the Department of Conservation with a new focus on marine protection. The funding is on top of the $2.9 million committed last year and in total, the airline will be committing $7.4 million to conservation; $5.4 million on land and $2 million on marine as part of its partnership with DoC, according to Conservation Minister Nick Smith.

How about funding conservation of flightless birds - to Masterton, Wanaka and Oamaru???

As Air NZ loses its commitment to the provinces why should NZers keep there commitment to Air New Zealand, especially if they want to become a low-cost carrier more interested in profits and  share-holders than their core-customers?

Graeme Claridge RIP

I was saddened to read in Aviation News that Graeme Claridge passed away on the 31st of August 2013.

 

Graeme was truly Mr Plane Spotter Hawkes Bay with a wonderful knowledge of the local aviation history. We exchanged quite a number of emails since I started my blog and he was always obliging and encouraging. He epitomised the best of aviation enthusiasts who want to share their interest with others.

 

I only met Graeme the once after flying on Air Napier's Gisborne-Wairoa-Napier courier service. http://3rdlevelnz.blogspot.co.nz/2012/11/air-napiers-east-coast-express.html... Graeme came out to the airport to meet me and we had a great yarn before I flew back to Auckland later that evening. He was such a personable man!

 

A few weeks ago I flicked him an email to see if he had photographed Air Napier's new Seneca ZK-NAP... He responded The aircraft in question ( X Massey MBB) should be airborne in about two weeks time still a lot of work to be done on her, health permitting and fingers crossed I will get some good pics of her on her first flight it sits in the hangar and because it was parked on the grass for a long time there is still some more work to be done. Great to hear from you, I hope all is well in your world at present.

 

I didn't pick up the significance of health permitting and sadly he passed away some 6 weeks later.

 

My sympathy to Graeme's family and friends.

 

Graeme, may you rest in peace

 

Pruning of Air NZ's Westport Service

This little snippet was in a New Zealand Herald article last week...

The Airports Association yesterday criticised the airline for pulling out of Masterton and scaling back flights to Wanganui and Westport.

I have been had the dreaded lurgy for over a week now and I have not been able to get to the library to check the Westport News but the cuts of Air New Zealand's service to Westport I have found on the Air NZ website

• The Saturday Wellington-Westport-Wellington service, with the last flight appearing to be 8 February 2014

• The Wednesday morning flight effective from the end of January.

Source of the original article : http://www.nzherald.co.nz/business/news/article.cfm?c_id=3&objectid=11131269

What future for Provincial Airports?

Businesses in New Zealand’s regional centres are suffering as a result of cutbacks in services by Air New Zealand, and the national flag carrier needs to clarify its policy regarding flights to smaller centres, says the NZ Airports Association. The association, whose members operate 31 airports spanning the country, is concerned that Air New Zealand is pursuing a strategy of axing services to regional centres such as Masterton, Wanganui and Westport. Those decisions have angered businesses and residents alike, with the announcement the airline is to drop the Masterton-Auckland route prompting angry Wairarapa residents to create a Facebook page entitled “Keep Masterton-Auckland Air NZ route”. The page attracted more than 1000 “likes” in the first 24 hours after it was set up. Kevin Ward, Chief Executive of NZ Airports, says that his association shares the concerns that a national airline, which is majority state-owned, it withdrawing its commitment to the regions. “Air New Zealand needs to explain its strategy – how does it decide to make the changes, what are the key reasons, is overall capacity going up or down? Is there a problem with the Beech 1900 fleet? “There is a fear that a move to bigger aircraft such as new ATRs will mean smaller centres will lose out. “Already, we are seeing the provincial economies suffer. We know the flight reductions have a negative effect on the regions, as the reaction to the Masterton route axing demonstrates. “It is understandable that people in the Wairarapa, in Wanganui and on the West Coast are asking questions about how Air NZ juggles its fleet around the regions, cancelling less-profitable routes and expanding others. “While they understand that an airline must run with commercial objectives in mind, they fear that even a moderately-profitable route will be replaced if there is a better profit available elsewhere. That means that there is no long-term commitment to air services which have been vital in nurturing business and employment opportunities. “The regions need some clarity about the policy Air NZ is pursuing.” Mr Ward said that questions should also be asked about the very high air fares Air NZ maintains to regional centres. “In the Masterton example, one user of the service talked of ticket prices climbing towards $700 return. Fares of that magnitude, charged by a monopoly operator on the route, choke air travel to smaller centres and affect their economies. “The regions deserve some explanations from Air NZ of what lies ahead in terms of a commitment to provincial services.” NZ Airports is the industry association for New Zealand’s airports and related businesses. It is a not-for-profit organisation.

 

Source : NZ Airports Association Media Release, 27 September 2013
http://www.nzairports.co.nz/w/nz-airports-media-release-regional-businesses-in-danger-from-air-nz-service-cuts/

An Open Letter to Sounds Air

Dear Sounds Air

 

You guys are a great airline! I’ve flown on you a few times to and from Picton and Nelson. You’ve really worked on finding yourself a niche, from Picton first and then from Blenheim and Nelson and you’ve done it without stepping on big brother’s toes! (well not too much anyway!). Finding a niche market of flying into the capital is what you do best and you really seem to have got the formula right... Good timetable, good fares, good relationship with your passengers and you are reliable!

 

And that’s why I think you guys should think about flying into Wanganui. It seems to me the River City has a lot of potential for an innovative company like yours over, with all due respect to big brother, a company like theirs.

 

What big brother did right was their timetable… south to Wellington in the morning, return in the evening. What they did wrong was their fares! This is where you guys do it better. Andrew, in July you told the Dom Post that, “Sounds Air could not compete with the national carrier's flexible fares, but where it won was in the fare structure that remained the same, no matter when a passenger booked. ‘If people want to travel next week, it's the same as if they want to travel tomorrow’." That’s gotta be a winner with your reasonable fare especially if you are the only pigeon in the race.

 

Of course you have to tell Wanganui people about the Airport bus service that gets them into Wellington city in a matter of minutes… A friend of mine was telling me he used it recently instead of a taxi – he thought the bus was a lot faster and certainly a whole lot cheaper. Flying you guys has got to be better than the hassle of driving into Wellington in the rush hour and the hassle of parking!

 

Of course the other thing that is in your guys favour is your flights on to Picton, Blenheim and Nelson. Do a deal on through fares and you get more bums on seats on both sectors. And then of course there is the possibility for a connection for those who want connections to big brothers and the other outfits super cheap fares to Christchurch. 

 

All you guys have to do is to convince Wanganui people to leave their cars at home and fly with you! You’ve convinced people to forget the ferry (and even some to forget big brother).

 

With all due respect to you guys, I know you have got your sights set on Masterton, but the success of that route seems to me is just what sort of cheap fares are going to be available from big brother and the other outfit in and out of the capital at peak time so your success is going be dependent on them. There will be no Masterton-Wellington business traffic to fill seats. Ask air2there – they tried Masterton-Wellington when they started and they didn’t last long!  (I think they also operated Wanganui-Wellington via Paraparaume which wouldn’t have been a winner).

 

Anyway, enough rambling! Keep up the good work Sounds Air! You’re doing a great job.

 

Cheers

 

Steve

 

PS – I see a comment to a post on your Facebook page - Behave yourself, we only fly Caravans... Maybe it’s time to rethink that – a nice 18 seat pressurised turbo prop flying Masterton-Auckland and available for Cook Strait services in the weekend… Then you might be cooking with Jet A1

 

 

What future for Kaitaia and other provincial services?

 

 

Air New Zealand was forced to defend its regional airfare pricing to shareholders at its annual meeting in Auckland, even as it announced more regional routes are on a "watchlist". An airline spokesperson said there were still some underperforming routes on the regional network, "which need to improve to have a future. In particular Auckland-Kaitaia, which is on a watchlist." The airline would not specify any other routes on the watchlist. At yesterday's AGM, shareholder Peter Hastings asked the company's chief executive, Christopher Luxon, to explain the regional cutbacks, particularly the scrapped Auckland-Masterton service. Luxon said the higher regional airfares were a result of the aircraft used. "High prices are a perception out there. The reality is, the per seat cost is much higher in a 19-seater," he said. Luxon also said the airline was the only one in world that serviced 100 per cent of its country's towns and cities with more than 20,000 residents. Despite the cutbacks, Luxon said regional customers were connected and well-served. The airline was also attacked yesterday by New Zealand Airports Association chief executive Kevin Ward for hurting regional businesses. He claimed the airline was abusing its monopolistic position by cutting regional scheduling and increasing prices.  "Businesses in these centres and others need the vital connection to the main centres to stay viable. Already, we are seeing the provincial economies suffer," he said. An airline spokesperson said that to further stimulate regional growth, the airline was this year offering more than two million seats around New Zealand for under $100. " The addition of new, larger turbo-props into the fleet will facilitate growth in capacity through upgrading to ATRs on well-performing routes." The airline said it anticipated growth from upgrading of B1900Ds to Q300s on such routes as Auckland-Blenheim, Auckland-Rotorua, and Auckland-Gisborne.

 

Source : http://www.stuff.co.nz/business/industries/9220193/Shareholder-bags-regional-Air-NZ-fares 

Dear Marlborough Express...

Yesterday you asked some interesting, but if I may say rather, unfortunate questions on your reporting of a sparrow artfully flying into the cockpit of an Air New Zealand aircraft on Monday. The passengers had to wait to board for an hour and once they were seated, their pilot informed them they had been delayed trying to extricate a sparrow from the cockpit. 

 

You then reported, An Air New Zealand spokeswoman said yesterday the flight had been delayed by a "crewing issue".  The spokeswoman was asked to explain the disparity between a "crewing issue" and a sparrow. 

 

It's a simple answer... on all the aircraft flying into Blenheim there is only seating for two flight crew. Notwithstanding the need of the third crew member not having need of a seat, its tendency to fly around the cockpit would indeed cause a serious "crewing issue"

 

You then commented that Air New Zealand did not respond to questions from the Marlborough Express about how the bird came to be in the cockpit, or why it took so long to catch and release the bird outside. Really? When was the last time you went out to Woodbourne Airport? The plane lands, the door opens, the door stays open until boarding is completed. And as for trying to chase a bird out of the cockpit - if it has Air New Zealand ground staff trying to catch it in an extremely limited when it finds a gap to fly away it is going to head in straight line - right into the main cabin.

 

It's a pity, it could have been a good story

 

For the article see : http://www.stuff.co.nz/marlborough-express/news/9211247/Sparrow-keeps-flight-grounded#comments

Real Tonga - The MA60 Strikes Back

Those following Real Tonga's MA60 debate should check out this link...

http://ma60tonga.com/