New Southern Sky - National Airspace and Air Navigation Plan

Transport Minister Gerry Brownlee has released a plan which will set the direction for the modernisation of New Zealand’s airspace and air navigation system. The National Airspace and Air Navigation Plan enables the introduction of technology solutions over the next 10 years that will mean shorter journeys, improved safety and lower carbon emissions in the aviation sector. “This plan outlines how the government and aviation industry will manage the transition from ground-based to modern satellite-based navigation and surveillance technologies, digital information and communication systems, and streamlined air traffic control,” Mr Brownlee says. “It promotes the uptake of new technologies with an estimated economic benefit of almost $2 billion over the next 20 years. “These technologies have the potential to bring about significant improvements in efficiency, safety and environmental outcomes in the aviation sector, especially as air traffic volumes increase. “As the new technologies are implemented, passengers will benefit from shorter, more direct flight paths and fewer delays. “Pilots and aircraft operators will also benefit from the new technologies, which enable safer, more efficient flights. However, in order to gain the full benefit from the new technologies, some operators may need to invest in new equipment.” The Civil Aviation Authority (CAA) will be leading work to keep investment costs as low as possible. The CAA will also work with the aviation sector on options to ensure that those who choose not to invest in new equipment can still access as much airspace as possible. Mr Brownlee says the plan would not have been possible without the support of the aviation community. “This has been a collaborative process and aviation stakeholders will continue to be involved as the initiatives in the plan are implemented over the next decade,” Mr Brownlee says. Implementation of the National Airspace and Air Navigation Plan will be developed under the ‘New Southern Sky’ programme. New Southern Sky will be a coordinated, cross-agency programme that runs through to 2023. The National Airspace and Air Navigation Plan is available on CAA’s website: www.caa.govt.nz

Q & A – New Southern Sky National Airspace and Air Navigation Plan – 16 June 2014

Why has New Zealand developed a National Airspace and Air Navigation Plan?

In the coming years, there will be major shifts in the technology that underpins our airspace and navigation system. The changes will make flying safer, more efficient and even more reliable. We need to make sure that we are ready for the changes, and can take advantage of the benefits that they will bring. Many other jurisdictions, including the US and several countries in Europe are putting similar plans in place.

What is the purpose of the plan?

New Southern Sky sets out the proposed pathway for the modernisation of New Zealand’s airspace and air navigation system over the next decade. It outlines practical steps we all need to take to transition to using new technologies, manage airspace as demand increases, to improve the efficiency of New Zealand’s airspace and enhance safety.

What sorts of benefits will the plan bring?

The plan will enable the uptake of new technologies which will bring estimated economic benefits of around $2 billion to New Zealand over the next 20 years. Other benefits include shorter journeys, improved safety and lower carbon emissions.

What are the main changes outlined?

The Plan covers eight key elements of New Zealand’s aviation system: navigation, surveillance, communication, aeronautical information management, air traffic management, airspace design, aerodromes, and meteorological services. It should be read as a whole as it brings together all the actions that should be implemented over the next decade in 3 stages (2014-2015, 2016-2018 and 2019-2023).

Key proposals in each area are:

Performance Based Navigation (PBN)

•      Performance Based Navigation will become the standard for instrument flight rules (IFR) operations. Pilots who want to take advantage of the efficiencies from Performance Based Navigation procedures will need to have the right equipment, operating procedures and training.

•      A ground navigation aid strategy will be prepared by the end of 2015. This will assist people to determine whether they will still be able to use existing instrument flight rules procedures based on ground based navigation aids. Airways will be starting consultation on this in the near future.

Surveillance

•    The current radar network will reach end of life by 2021. Automatic Dependent Surveillance - Broadcast will become New Zealand’s main surveillance system.

•      Automatic Dependent Surveillance - Broadcast transponders use GPS information to broadcast an aircraft’s position, altitude, velocity and other aircraft-derived data. This data is received by ground stations and is fed to air traffic control displays.

•      Some contingency radar and multi-lateration surveillance will remain – contingency coverage will be determined by the end of 2015.

•      Aircraft operations in controlled airspace covered by Automatic Dependent Surveillance - Broadcast surveillance will need to be equipped with a Mode-S 1090 Extended squitter transponder – that is above 24,500ft by 2018 and all controlled airspace by 2021.

Communications

•      Radio will remain the primary communications medium but data-link (messaging) technology may be expanded in the future.

•      Improvements in communication between aircraft and controllers on the ground, leading to more efficient pre-departure clearances for international aircraft.

•      SATVOICE (satellite phones) may supersede HF (high frequency radio) as primary oceanic voice communications in controlled airspace.

Air Traffic Management

•      There will be significant system improvements through more trajectory based management by Airways, utilising predictive tools.

Airspace Design

•      Airspace will be re-designed to reflect the new Performance Based Navigation routes and surveillance network. It is possible in some cases that controlled airspace area may be simplified and reduced.

Aerodromes

•      Integration of aerodrome planning with the rest of the system (including land-use management) through greater collaboration.

Aeronautical Information Management

•      Aeronautical information (including meteorological information) will be integrated, in digital form, and ultimately provided direct to the cockpit.

•      There will be guidance on the use of devices for accessing aeronautical information.

Meteorology

•      Provision of meteorological information in a data-centric form

•      Improving the availability of consistent meteorological information

•      Improving the network of real-time meteorological observational data.

•      Integrate meteorological information into formats for Electronic Flight Bags (EFBs), and for use on iPads, tablets etc

•      Building on extensive work already done on the implementation of advanced weather data for forecasting, and for the development of graphical products.

To enable a safe transition to the new systems, the Plan signals a greater use of collaboration and an emphasis on education and training for everyone.

Has there been any industry consultation?

Yes, the Civil Aviation Authority has been consulting widely with all sectors of the aviation community over several years. As the plan is implemented, there will be further opportunities for those affected by the changes in the plan to give feedback.

Will there be any additional costs for airline operators / pilots?

Some of the changes proposed by the plan will require aircraft operators and pilots to invest in new equipment. Some operators will recoup costs through efficiencies, which will result in lower costs. The Civil Aviation Authority is working with its partners to implement changes in ways that minimise costs whilst ensuring benefits accrue to operators and pilots.

What is the total cost of the plan to the government?

The Plan itself does not impose any cost on government. It is focused on making the most efficient use of current budgeted spending by Civil Aviation Authority, Airways, airlines and other organisations in the aviation sector.

What is the Civil Aviation Authority doing to reduce the financial burden of changes on smaller operators / private pilots?

One of the key projects in the Plan involves looking at ways that we can facilitate a smooth transition between what pilots and operators need now, and what they will need in the future, such as equipment for aircraft.

We will also be considering changes that will give pilots options where they can operate safely without significant investment in additional equipment. For example, changes to controlled airspace which will allow private pilots to fly in a bigger area without the need to equip their aircraft to fly in controlled airspace.

When are the changes expected to take effect and how will they be implemented?

Implementation of the proposed changes will occur over the next decade in three stages (2014/2015, 2018 and 2023). The Plan will be reviewed at these stages, and also when needed to address new technological or international developments.

As a pilot what does this mean for me?

A lot of the changes proposed in the plan are behind the scenes. Air traffic control efficiency will increase. You may also see a reduction and simplification of the controlled airspace area. There is an emphasis on collaboration, so you will have many opportunities to have your say in the development of navigation aid, surveillance strategies and aerodrome management plans.

Performance Based Navigation

There are some equipment and procedure changes that you will need to plan for. If you want to fly instrument flight rules, then within the next decade, Performance Based Navigation routes will become the norm. You will only be able to fly these if the navigation equipment on board your aircraft is properly certified, and you have in place the appropriate procedures and training to fly such operations.

Auto Dependent Surveillance - Broadcast

By 2021, if you want to operate in controlled airspace, the Plan proposes you will need to equip your aircraft with an Automatic Dependent Surveillance - Broadcast capable mode S transponder. If you want to operate above FL 245, you will need this equipment by 2018.

Automatic Dependent Surveillance - Broadcast requires an accurate GPS unit on board the aircraft to provide high accuracy data for transmitting position reports. The cost of this will depend on whether your existing equipment can be upgraded.

There will be plenty of information provided on these changes – the Plan proposes education and training programmes to help pilots and operators to understand the transition and make the changes.

Will there be any changes to civil aviation rules?

Some of the bigger proposals in this Plan will need regulatory changes including Civil Aviation Rule amendments. The aviation sector and the general public will have a further chance to have a say on the more significant proposals, as all regulatory changes will go through the normal rule development process, including consultation.

Where can I find out more about the plan?

To find out more about the Plan, visit nss.govt.nz. If you’d like to get regular updates follow New Southern Sky on Twitter @NewSouthernSky or join the New Southern Sky LinkedIn group to have your say on how the plan is implemented. You can also email nss@caa.govt.nz.

Take Off with Kiwi West Aviation

The initial impetus for the establishment of Kiwi West Aviation was Tony Walsh struggling to find a flying job after completing his commercial pilot’s licence. This encouraged his father, John Walsh, to explore the possibilities of the family investing in an air service. He recognized that Taranaki business people were the obvious market for the service, especially those involved in the province’s energy projects and agricultural industry. Close to 12 months work went into researching the establishment of the airline. At the time of the launch of its services from New Plymouth to Hamilton and Palmerston North, New Plymouth’s Daily News reported that “professional market research confirmed the partners’ thoughts on the proposed route. The report compiled said that for people contemplating road trips of three hours or longer duration, air transport was a viable and competitive option. From comments made to researchers, the route between New Plymouth and Hamilton and Palmerston North could be a viable operation.”

Business partners in the venture were Ezra Goldberg, who was the company’s chief pilot, and co-pilot Richard Osborne. Paul Bryant was engaged as a pilot and Tony Walsh as another co-pilot. Walsh and Goldberg family members make up the office support staff needed to run the business. Beechcraft 65-B80 Excalibur 8800 Queen Air ZK-TAK (c/n LD-384) was sourced from Air Rarotonga and was refurbished in preparation for the new service. The company proposed to operate it with two pilots with accommodation for nine passengers. This would enable flight times to Hamilton or Palmerston North of about 35 minutes at a cruising speed of 185 knots (about 340 km/hr). A counter was established at the New Plymouth airport.

Daily News, 18 January 1993

Kiwi West Aviation’s scheduled services began on the 25th of January 1993 with ZK-TAK operating the inaugural flights between New Plymouth and Hamilton. Services to Palmerston North commenced a couple of days later, on the 27th of January 1993. Morning and afternoon services were offered from New Plymouth to both centres each weekday.

Kiwi West's timetable, effective 25 January 1993

The Palmerston North service was not well supported and ended on the 16th of July 1993.

From the 15th of September 1993 the airline's base was moved north to Hamilton with the services to New Plymouth starting from there.

Kiwi West Aviation's first Beech Queen Air Excalibur ZK-TAK at Hamilton on 15 December 1993

The efforts of the new airline were not lost on Eagle Air who still retained an interest in providing direct inter-provincial services from Hamilton. From the 1st of November 1993 Kiwi West Aviation and Auckland-based Menzies Aviation entered an agreement to provide weekday services for Eagle Air, under the Air New Zealand Link banner. Two flights a day were offered between Hamilton and New Plymouth and Hamilton and Gisborne as well as a daily service between Hamilton and Wanganui using Kiwi West’s Excalibur and Menzies Aviation’s Nomad. 

Kiwi West's Link timetable, effective 1 November 1993

 

In January 1994 ZK-TAK was repainted in Air New Zealand’s teal and blue colours, but the aircraft continued to carry Kiwi West Aviation titles rather than Air New Zealand Link branding. The Hamilton to Wanganui flights were not well patronised and this service ended on the 29th of April 1994.

Beech Queen Air ZK-TAK repainted in Air New Zealand teal and blue colours with Kiwi West Aviation titles below the rear window. Photo taken at Hokitika whilst on a charter to the Wild Foods Festival on 11 March 1995

In September 1994 Kiwi West Aviation imported two further aircraft. Beech 65-A80 Excalibur 8800 Queen Air VH-NQU flew in from Australia in September 1994 and was registered in New Zealand as ZK-TIK (c/n LD-249). The aircraft underwent an extensive refurbishment, including a major mechanical overhaul, the refitting of the interior and a full repaint in Air New Zealand’s teal and blue colours. The new Queen Air entered service on the 16th of December 1994 on a Hamilton to New Plymouth and return service.

 

Kiwi West's second Beech Queen Air, ZK-TIK at Hamilton on 5 February 1995

A second Queen Air, Beech 65 Queen Air N5079G (c/n LF-53), was flown to New Zealand from the USA. This aircraft was obtained purely to be broken up and utilised as a source of spare parts and components to assist the airline in keeping its two Queen Airs airworthy.

Used for parts, Queen Air N5079G at Palmerston North on 21 March 2000

In December 1994 Kiwi West took over the services previously operated by Menzies Aviation. The Hamilton to Gisborne flights were extended south to Napier from the 4th of December 1994 and from the 5th of December the Queen Airs were also used on Eagle’s Hamilton-Auckland services. By early 1995, on weekdays, the Queen Airs were operating twice daily services from Hamilton to Auckland and to Gisborne-Napier with three flights between Hamilton and New Plymouth. A single service was operated to Napier and Gisborne on Saturdays and Sundays.

The two Queen Air's, ZK-TIK and ZK-TAK at Hamilton on 5 February 1995

On the 29th of March 1995 one of the Queen Airs, ZK-TIK, was operating Air New Zealand Link flight 2337, from Hamilton to New Plymouth, Shortly after take-off the plane experienced a twin engine failure and crashed in farmland at Ngahinapouri. Sadly, the two pilots and four passengers were killed. The New Zealand Transport Accident Investigation Commission accident report found the two Queen Airs had differing ways of selecting the fuel tanks. The report suggested a pilot error in selecting the correct fuel tanks followed by a failure to execute a forced landing. The report concluded that the engines failed because of fuel starvation, that is, the engines ran out of fuel, even though the outboard fuel tanks contained enough fuel for the entire flight. That fuel may never have reached the engines because the selectors were set for the inboard fuel tanks, which were nearly empty. The inboard fuel tanks may have been selected because Kiwi West applied the same checklist to two outwardly similar aircraft with significantly different fuel systems.

The Kiwi West operated inter-provincial services were cancelled forthwith. The remaining Excalibur, ZK-TAK, was subsequently sold to Tyrrell Aviation who were also to operate a New Plymouth-Hamilton-Gisborne service.

Jetstreams are not going to replace the MA 60 gifted to Tonga by China

Contrary to the Radio NZ report earlier this week that I posted Real Tonga are not scrapping their MA60...

Real Tonga has confirmed today that it is bringing in two Jetstream 32 aircrafts to supplement its fleet. The Jetstream 32 aircraft is a 19 seat turbo-prop and the airline is expecting delivery of the first aircraft within the next two weeks. The second aircraft will be phased into the operation later. Real Tonga’s Chief Executive, Mr Tevita Palu said that is part of the company’s long term plan. “The two aircraft are part of the airlines’ long-term fleet goals that will provide an improved service to Ha’apai in terms of product and speed. The aircraft will also provide important equipment back up for the MA60 aircraft on the Vava’u route, as well as providing options to the tourism market,” he said. “It is critical to ensure that the airline provides a fleet that provides operational back up, especially as we enter into our busy tourism season. If any aircraft in the fleet requires down time for unplanned maintenance, our fleet must be robust enough to ensure continued and smooth operations to avoid costly disruptions that will also have a negative impact on tourism and general passenger growth.” Mr Palu said the aircrafts are not going to replace the MA 60 gifted to Tonga by China. “No, they are a planned addition to our current aircraft composition to bolster fleet integrity. The fact that we can offer a choice of aircraft on all our routes is an added bonus,” he said. The aircraft will be on an ACMI or damp lease arrangement that will include the operation of the aircraft by crew from Fly Pelican Airlines, an airline operator from Australia. Meanwhile, Real Tonga also announced that a team of four pilots and four engineers will be leaving Tonga to travel to China on Saturday  June 14 to undergo training on the Harbin Y12 aircraft that will be gifted to the Government of Tonga from the Government of the People’s Republic of China later this year. The airline is currently operating an Y12 aircraft which is leased from Air Vanuatu, however, additional training is required, as the aircraft that is coming to Tonga is a more modern version that offers better payloads than the aircraft currently in use. ”The Y12 too is part of the airlines’ longer term fleet plans and the aircraft that is being gifted to the Government of Tonga will replace the currently leased Y12 from Air Vanuatu,” he said. Mr Palu also expressed his gratitude to Government for the assistance provided in setting up the training opportunity for the crew and engineers.

Source : http://www.tongadailynews.to/?p=6635

There is footage of the MA60 here : http://tvnz.co.nz/national-news/tonga-orders-new-planes-amid-safety-dispute-nz-5999388

Virgin reduces Dunedin services in favour of more to Christchurch and Queenstown

In a blow to Dunedin's travel and tourism industry, direct flights to and from Sydney and Melbourne this summer have been dropped... The move comes as Virgin, in a transtasman alliance agreement with Air New Zealand, is increasing flights to Queenstown and Christchurch by 36,000 seats and 43,000 seats respectively, from November to March... Council economic development unit manager Des Adams said cuts to services meant a loss of 12,700 seats coming to the city... For the past couple of years, Virgin, as part of the alliance agreement, has operated two services a week to both Melbourne and Sydney direct from Dunedin during December and January. Passengers travelled on either an Air New Zealand or Virgin aircraft... Figures from the city council's economic development unit showed the flights to Sydney increased 6% from last summer to this summer, and to Melbourne up 14%. Virgin flew direct to Brisbane three times a week but that would increase to four times a week from July to October before going back to three.

For the full article see : http://www.odt.co.nz/news/dunedin/305700/virgin-axes-australia-flights

Real Tonga Scraps MA60

The general manager of the Tongan Tourism Authority, Stuart Perry, says Real Tonga Airlines has purchased two Jetstream 32 aeroplanes and will cease to fly its troubled MA60 which was gifted by China. At least one plane is due to arrive as early as next week. New Zealand has a travel advisory in place, warning potential tourists about the Chinese aircraft that flies between the main island of Tongatapu and Vava'u. Mr Perry says the NZ advisory on the MA60 had a real dollar impact on many of the small business operators, particularly in Tonga's outlying areas. He told Radio Australia the Vava'u group have been devastated by the impact of this travel advisory. Mr Perry said the CEO of Real Tonga has purchased the Jetstream 32 aeroplanes from Australia. He added the Jetstream 32's have an excellent track record and more importantly, are recognised as airworthy by New Zealand civil aviation.

Source : http://www.radionz.co.nz/international/pacific-news/246873/tonga-dumps-ma60

A wet day in Auckland...

A wet day in Auckland didn't inspire me to go plane spotting on my day off today but last Tuesday (3 June 2014) I had a trip up to North Shore when the weather was beautiful...

A visitor was Sunair's normally Whitianga-based Cessna 172 ZK-CBZ

I finally got a nice shot of the North Aero Club's Beech Duchess ZK-CGW

The North Shore Aero Club's Robin ZK-TZL was sporting a new colour scheme 

A yellow trio... Corby Starlets ZK-TNT and ZK-TOY...

...and Vans RV-8 ZK-WLK

Air Rarotonga - The Airline of the Cook Islands

UPDATED JUNE 2024

It’s a long way from flying Aero Commanders for Geyserland Airways into the likes of Kaikohe, Auckland, Rotorua and Gisborne, to owning the airline of the Cook Islands… but that is the story of Ewan Smith, the owner of Air Rarotonga.

The Cook Islands are located some 4 hours flying by jet from Auckland between Tonga and Tahiti. There are some 9,000 people living on the main island, Rarotonga with a total of some 15,000 on the 15 inhabited islands that cover some 2.25 million km² of the Pacific Oceans that makes up the Cook Islands. There are three island groups - the southern group being the most populous, while the northern group has very small populations. Like many of the South Pacific nations the development of airfields in the Cooks was necessitated by the Second World War with airfields bring built at Rarotonga, Aitutaki and Penrhyn. Aitutaki was made famous as a stopping point on TEAL’s Coral Route service from Fiji to Samoa, Aitutaki and Tahiti that was operated by Short Solent flying boats.

International flights began, however, in 1947 with the RNZAF and NZ National Airways Corporation operating to Rarotonga, the NAC flights operating from Whenuapai to Norfolk Island, Fiji, Tonga and Samoa. This service ended when the TEAL service started calling at Aitutaki, though this service Rarotonga without an air service much to the dismay of the Cook Island authorities. The Coral Route service ended in 1960 and the Cooks were without an air service until 1963 when Polynesian Airlines operated a DC-3 service from Apia to Rarotonga with TEAL purchasing all the seats. This service ended in 1966 when the 90-minute rule was brought into force, namely that if an aircraft lost an engine an alternate airfield was within 90 minutes of flying on one engine. The RNZAF introduced a replacement service using its Handley Page Hastings transport aircraft. Already, however, moves were afoot to establish an airport on Rarotonga capable of catering for jet aircraft. Until then Air Pacific and Polynesian Airlines Hawker Siddeley 748s were chartered to provide an air service to the Cooks. Flights starting using the Rarotonga International Airport on the 1^st of December 1973 and it was officially opened by Her Majesty Queen Elizabeth II on the 29^th of January 1974. The opening of the new international airport was also the impetus for another beginning, the establishment of the Cook Islands first airline and its first domestic air service.

Cook Island Airways was established as a joint venture between Air New Zealand who owned 90% of the company and the Cook Island government who owned the remaining 10%. The primary focus of the company was to offer flights between Rarotonga and Aitutaki in connection with Air New Zealand’s Coral Route. Ewan Smith was appointed chief pilot and he was the ideal man to establish the airline and air service. Not only was he suitably qualified as the as the company’s chief pilot, he was also a licenced aircraft engineer having done his engineering apprenticeship with Aero Engine Services at Hamilton. This enabled him to ensure the company’s first aircraft, Britten Norman BN2A-21 Islander ZK-KHA (c/n C661) was maintained to a high standard. It was he who flew the company’s first domestic service between Rarotonga and Aitutaki on the 25th of November 1973. The service grew rapidly from 3 flights a week to 8 to 9 flights a week.

Ewan Smith with Cook Island Airways' first BN Islander ZK-KHA at the first landing on Mangaia airstrip

Some two years later, on the initiative of Ewan Smith having been gifted the land, an airfield was built on the island of Aitu with the Cook Island Government providing a grader and two workers and the locals providing voluntary labour. Airfields constructed using this partnership model followed on the islands of Mitiaro, Mauke and Mangaia. In the northern group an airfield was opened in 1994. A second BN Islander, ZK-KHB (c/n ) was added to the Cook Island Airways fleet in June 1978.

While the Cook Island Government was happy with the developments of airfields on more of the country’s islands Air New Zealand was less than happy in providing an air service to them, the air service to Aitutaki being intended primarily to link to Air New Zealand’s Coral Route. With Cook Island Airways’s narrow focus Ewan Smith could see the potential for another airline to establish itself in the Cooks and in 1978 he went to see the Cook Islands’ Premier, Albert Henry, who instructed him to establish such an airline.

Ewan went into partnership with Ross and Vara Hunter and Ian Rhodes, Air New Zealand’s station manager on Rarotonga, and they established Air Rarotonga in 1978. The company’s first aircraft was a Cessna 337F Skymaster, ZK-TAI (c/n 337-01456). The registration ZK-TAI came soon after the Civil Aviation Authority had started permitting personalised registrations. In Cook Islands Maori tai  means the number one and it was also the name of one of Ewan’s best friends. Services began on the 7^th of July 1978. Initially the company offered on-demand air taxi work but within a few months a scheduled service was established to the island of Mangaia and then to Aitutaki. The service to Aitutaki faced severe competition from Cook Island Airways who being owned primarily by Air New Zealand had a solid relationship with travel wholesalers. Cessna 172L ZK-NTP (c/n 1729994) was added to the fleet in September 1978 to offer flightseeing from Rarotonga.

Munro Hockin with Jimmy Tearai and Tearai-Mokoro and Air Rarotonga's first aircraft Cessna 337 ZK-TAI on the island of Atiu.

ZK-TAI again, though this time at Rarotonga after being repainted.

Air Rarotonga's second aircraft, Cessna 172 ZK-NTP is still part of the fleet. Photo taken at Rarotonga on 23 July 2003

A year after Air Rarotonga started operations Munro Hockin joined the company. He had been formerly been an instructor at the Rotorua Aero Club and with Ewan he has been with the company for most of the life of Air Rarotonga as a part owner. It was under his guidance that Air Rarotonga produced the professional pathway for Cook Islanders to enter the aviation industry as pilots.

In 1980 the first hotel opened in Aitutaki and demand for flights increased leading to an 11 seat Beech B80 Queen Air Excalibur, ZK-TAK (c/n LD-324), being added to the fleet in 1982. The Queen Air had the same seating capacity as the Islander but it was more roomy and much faster. Within 18 months Air Rarotonga had made real inroads into the Aitutaki market and the increasing demand for this service necessitated another 10-seater being added to the fleet. This came in the form of a Piper Pa31-350 Navajo Chieftain, ZK-UTA (c/n 31-7752127), which was leased from Tonga Air Services.

The arrival of Beech Queen Air ZK-TAK at Rakahanga creates a lot of local interest.

Leased Piper Chieftain ZK-UTA at Rarotonga

The April 1985 issue of NZ Wings records Ewan as saying We operate a timetable to the southern group of islands with 4 or 5 flights a day to Aitutaki in the high season. To the other islands, Mangaia and the three islands close together, Atiu, Mitiaru and Mauke, we operate normally on Monday/Wednesday/Thursday/Friday — with additional flights on demand. Charter flights are flown around the southern group with two twins and the occasional charter goes to Tahiti or the northern group.

Beech Queen Air ZK-TAK in its repainted scheme

Sean Willis was the first Cook Island pilot for Air Rarotonga. Now a Saab Captain he has been joined by his son Stephen as a First Officer and daughter Frances as Head Flight Attendant

However, all Ewan’s hard work to develop Air Rarotonga was put into jeopardy with the Air New Zealand cabin crew strike of Christmas 1985. Faced with its tourist passengers not being able to get to and from Rarotonga Ewan made an incredibly risky decision. Colin Hall’s book, Coming in on a Jet Plane, tells the story. Air Rarotonga was close to a ‘survival situation.’ Christmas was normally excellent for business they could see it ‘going down the drain.’ Borrowing twice as much as the company was worth from the bank in the middle of the night they chartered a Hawaiian Airlines DC-8 and began flying between Rarotonga and Auckland. They shifted their traditional passengers for their own transfer flights – and survived. Air Raro just covered their costs, making $5,000 out of a $220,000 cost, but the impact was much greater than anyone could have foreseen.

As a result of the strike the Cook Island premier Thomas Davis approached the New Zealand Government saying that the strike had effectively held the Cook Islands to ransom and such a situation could not happen again. Prime Minister David Lange agreed and this led the way for control and ownership of the airport at Rarotonga being passed to the Cook Island Government and the Cooks were also given bilateral air service rights between Rarotonga and Auckland. These rights led to Ansett approaching the Cook Island Government and the formation of Cook Islands International, the Cooks own airline but managed by Ansett. The airline did not last long but when it folded Air Rarotonga took up the rights and for two years operated its own international service with flights to Auckland and Honolulu using chartered Hawaiian Airlines McDonnell Douglas DC-8s and Lockheed L1011 Tristars.

Air Rarotonga the international and domestic airline. Timetable effective September 1988

Meanwhile, on the domestic front, Air Rarotonga continued to flourish. Loadings on the Aitutaki service required both Air Rarotonga's Queen Air and Chieftain to both fly the same schedules so in July 1986 a 15-seat Riley conversion de Havilland DH114 Heron, ZK-TAJ (c/n 14131), was added to the fleet. From early 1988 to mid-1991 six-seat Beech 58 Baron ZK-ECA was part of the fleet.

The four-engined Riley Heron ZK-TAJ at Rarotonga

Captured at Ardmore in New Zealand, Beech Baron ZK-ECA

By this stage Air Rarotonga had gained two thirds of the market share on this route as the battle for traffic with Cook Island Air continued. The success of the Heron proved to Air Rarotonga the potential of the route. However, the Heron was elderly and a more modern aircraft was needed and this led to the introduction of the first 15-seat Embraer EMB-110P1 Bandeirante ZK-FTS (c/n 110239) in June 1989. Cook Island Air's responded and replaced its BN Islanders with a De Havilland Canada Twin Otter ZK-KHA in August 1989. Once again the Air Rarotonga’s aircraft outperformed Cook Island Air’s in speed on the 260km flight to Aitutaki.

Air Rarotonga's first Embraer Bandeirante ZK-FTS

This was an air war that could not last. In 1991 Air Rarotonga entered a truce with Cook Island Air’s owner Air New Zealand. Air Rarotonga bought out Cook Island Airways and in turn agreed that it would not operate international services. With Air Rarotonga now carrying all the tourist traffic to Aitutaki it needed another aircraft and it purchased a second Bandeirante, ZK-TAI (c/n 110387), in December 1991. Over the 1990s traffic continued to grow in in August 1998 a third Bandeirante, ZK-TAK (c/n 110448) was bought.

The evolution of the current colour scheme... Bandeirante ZK-FTS at Rarotonga on  23 July 2003

The second ZK-TAK, the third Embraer Bandeirante at Rarotonga on 25 July 2003

A three Bandeirante fleet... ZK-TAK, ZK-FTS and ZK-TAI on the ramp at Rarotonga

In June 2000 Air Rarotonga made $6 million investment with the purchase of a 34-seat Saab 340A ZK-EFS (c/n 49). Air New Zealand Link operator Air Nelson was contracted to provide initial flight and technical training and support as well as providing training for the flight attendants. The Saab is used solely on the prime Rarotonga-Aitutaki service. The Saab, the three Bandeirantes and Cessna 172 ZK-NTP made up Air Rarotonga’s the fleet at this time.

Air Rarotonga's Saab 340 photographed at Auckland on 21 July 2000 before its delivery to the Cook Islands

On the 1st of June 2005 all the aircraft were taken off the New Zealand ZK- civil aircraft register and placed on the new Cook Islands register. All the registrations remained the same but with the Cook Islands E5 prefix. Bandeirante E5-TAI was retired in February 2008. A replacement Bandeirante arrived from Australia in February 2012 and this was also registered E5-TAI (c/n 110447) with it entering service in July 2012. At the same time another Bandeirante was purchased for use as spare parts.

The new TAI - Bandeirante E5-TAI was delivered to Air Rarotonga in February 2012. It is seen here at Rarotonga on 26 May 2014

On the 3rd of April 2007 Air Rarotonga and Air Tahiti commenced a weekly code-shared service between Papeete and Rarotonga using Air Tahiti’s ATR-42 or ATR-72 regional turbo-prop aircraft.

Perhaps one of the most significant moments in Air Rarotonga’s history is when it entered a code share agreement with Air New Zealand on the Rarotonga-Aitutaki route in May 2007. This means tourists can fly all the way to Aitutaki on one ticket and it also has Air New Zealand serving a port of historic significance going back to the flying boat days. When the company purchased the Saab it also purchased a Saab 340 technical deal from Air New Zealand. This means routine checks and maintenance are done at Rarotonga but every three years the Saab flies to Nelson for a three-month long major check.

Code-share to Aitutaki - Air New Zealand and Air Rarotonga

Air Rarotonga have also provided ground handling for a number of airlines that have served Rarotonga including Aloha, South Pacific Island Airways, Royal Tongan, Polynesian, Hawaiian, Pacific Blue and Air Tahiti.

Another important change for Air Rarotonga is the development of GPS. Prior to GPS there were only two NDB radio beacons on the outlying islands, one beacons at Manihiki, which Air Rarotonga installed itself, and the other at Penryhn. This meant navigation to the outer islands involved a lot of skill. The advent of GPS has allowed published air routes and the establishment of GPS instrument approaches at all the outlying airfields at Aitutaki, Atiu, Mangaia, Manihiki, Mauke, Mitiaro, Penrhyn and Pukapuka.

The GPS alone, however, does not help the logistical problems Air Rarotonga faces. Distances are huge. A Bandeirante flight to Manihiki, for example, has first to fly 142nm north to Aitutaki to refuel. It then has a 510nm flight to Manihiki. Carrying alternate fuel for Aitutaki means it can only carry 8 passengers. The plane then has to refuel at Aitutaki on the flight south to Rarotonga. The alternate is taking a passage on one of the two small ferries as deck cargo on a journey which might take up to a week. It is not surprising that flying to the northern group is not cheap. Nonetheless the Bandeirante is ideal for the Cooks. With no 18-seater currently on the market there is no possibility of replacement in the foreseeable future and so Air Rarotonga have recently installed new engines of its Bandeirante fleet.

Air Rarotonga's original Bandeirante shown in its Cook Island markings of E5-FTS at Rarotonga on 26 May 2014.

Another factor that makes air travel to the outer islands expensive is the high overheads Air Rarotonga faces. It receives no subsidy from the Government for its services while in 2011 Air Rarotonga it paid $800,000 for the use of Cook Islands airports. Landing fees at Rarotonga are among the highest in the world due to the small number of flights. While I was in Rarotonga there were 15 scheduled international flights - Air New Zealand operated nine flights to Auckland, one flight to Sydney and one to Los Angeles, Virgin Australia operated three flights to Auckland and Air Tahiti operated one flight to Papeete. Domestically Air Rarotonga operates the Saab daily up to Aitutaki with at peak season up to five flights a day. Atiu is linked Monday to Saturday to Rarotonga with some flights each week to Aitutaki. Mitiaro and Mauke share two to three flights a week to Rarotonga. Mangaia has direct flights most days to Rarotonga. There is also a weekly flight to Manihiki. Air Rarotonga offers charter flights to Pukapuka and Penryhn.

Air Rarotonga's route network

Embraer Bandeirante E5-TAK on the taxi at Rarotonga for a flight to Mitiaro and Mauke on 26 May 2014

Likewise Air Rarotonga has found the Saab ideal for its service to Aitutaki and likewise there is no comparable size aircraft being built. Saab have recently released a 25 year fleet-proving programme to ensure the on-going maintenance of their aircraft and so this makes maintaining the Saab an attractive proposition for the airline.

Speaking of on-going maintenance... Cessna 172 E5-NTP was on heavy maintenance but it is still employed for flight seeing around Rarotonga 

Underneath the Air Rarotonga logo are the words, Airline of the Cook Islands. Since founding Air Rarotonga over 40 years ago Ewan Smith has insisted on a standard of excellence in all aspects of the airline’s operations. That standard of excellence has been reinforced by chief pilot Munro Hockin who in 2014 was the only pilot not from the Cook Islands… but as one of the pilots said to me Ewan and Munro have been here so long they are Cook Islanders! With such high standards it is not surprising that Air Rarotonga pilots have gone on to fly for Air New Zealand, Cathay Pacific, Fly Dubai, and other jet operators. The company is also a proud sponsor of the local community with its sponsorship of many sporting and cultural activities in the Cook Islands.

Saab 340 E5-EFS on turnaround at Aitutaki on 23 May 2014.

2016 saw the retirement of Air Rarotonga's first Bandeirante, ZK-FTS. Meanwhile, in 2017, Air Rarotonga entered the jet age which the purchase of a Cessna Citation business jet to expand air charter operations both within the Cook Islands and to neighbouring Pacific Island countries. Cessna 550 Citation II E5-TCM (c/n 550-0057) departed New Zealand for the Cook Islands on the 28th of February 2017. The aircraft seats up to eight passengers and can reach the Northern Group islands, Tahiti or Niue direct from Rarotonga in less than two hours. It is fitted with a gravel kit for operation onto unpaved runways and is equipped with additional equipment to undertake medevac flights within the region and to New Zealand. The expanded air charter service operates under the trade name of Pacific Private Jet with long time Air Rarotonga executive Teariki Numanga setting up the sales and operations for the venture. Air Rarotonga Managing Director Ewan Smith said “the ability to operate charter over long sectors around the region at jet speeds will be a real game changer for us. As well, a fully equipped air ambulance with the ability to get through to Auckland is the realisation of a long held ambition we have had”.

Cessna 550 Citation E5-TCM at Hamilton on 27 February 2017, the day before its delivery flight to the Cook Islands

In 2018 Air Rarotonga purchased a B model Saab 340. Saab 340B E5-SMW (c/n 340B-368) was added to the fleet in July 2018. It flew its first commercial flight on the 23rd of July 2018 flying from Rarotonga to Aitutati and back. The A model Saab, E5-EFS, flew its last service in the Cooks on the 21st of July 2018 before being exported to the United States.

On the 15th of October 2019 a second Saab 340B arrived into Rarotonga as N365CL. Like the earlier Saab 340B it was purchased from Japan Air Commuter. It was placed on the Cook Island register as E5-EFS (c/n 340B-365) before commencing Air Rarotonga service on the 23rd of October 2019 flying a Rarotonga-Aitutaki return service.

Air Rarotonga's Saab 340B ZK-SMW at Rarotonga

The Covid pandemic effected the Cook Island tourism economy like many parts of the world. On the 13th of August 2022, Air Rarotonga commenced flights between the Cook Islands and Tahiti operating a flight each week on Saturday afternoons returning on Sunday mornings. These flights were operated in conjunction with Air Tahiti as code share flights. From the 27th of the June 2023 the Air Rarotonga flights moved to  Tuesdays and Wednesdays as Air Tahiti again deployed their ATR 72 for the weekend flights. 

“Since our flights began last year we have achieved very high load factors,” said Air Rarotonga Managing Director, Ewan Smith. “This increase in capacity will boost visitor numbers and we are delighted to resume our commercial relationship with Air Tahiti after the two-year interruption caused by Covid.

On the 9th of October 2023 Air Rarotonga a "new" Embraer EMB-110P1 Bandeirante arrived into the Cook Islands. E5-TAM (c/n 110-221) had previously operated in Fiji as DQ-FCV, Vanuatu as YJ-RV6, and Australia as VH-XFD and VH-KGQ. 

While numerous airlines in the Pacific have come and gone Air Rarotonga, with its standard of excellence, has survived and flourished offering the islands of the Cooks a service that has grown with and has been instrumental in developing the country’s tourism industry. It has a 40-year history of which Ewan, Munro and the Air Rarotonga team can be truly be proud. 


For great photos of the Air Rarotonga operation check out their Facebook page (you don't need to be a member) : https://www.facebook.com/AirRaro/

For my photo essay of a flight between Rarotonga and Aitutaki see http://3rdlevelnz.blogspot.co.nz/2014/06/kia-orana-welcome-aboard-this-air.html

My thanks to Ewan Smith is preparing this profile on Air Rarotonga

If you are planning a trip to the Cook Islands look up more on options for including Aitutaki in your itinerary on the Air Rarotonga website...http://www.airraro.com/

Regional Air Services - What future?

A few days ago the MRC Aviation blog reported that Air New Zealand Link/Eagle Air Beech 1900D ZK-EAL UE-435 has been withdrawn from the regional carrier's service pending sale as the Hamilton based airline scales back its operation. (see http://www.mrcaviation.blogspot.co.nz/2014/06/beech-1900d-zk-eal.html)

For sale...  Beech 1900 ZK-EAL... It is seen here at Wellington on 16 November 2007

In recent years we have seen Eagle Air withdraw from all the ports that received a single daily service, namely Oamaru, Wanaka and Masterton. For sometime now the rumour mill has been saying that it is really hard to make a profit or even break even with Beech 1900s. People in the smaller centres expect the same cheap fares available on the Boeing/Airbus flights out of the main centres. The main centres, it seems to me, are Eagle's biggest competitor. Why pay a fare in the hundreds of dollars when a drive to a major airport, sometimes only an hour away, might secure you a fare way less than a $100? If people are after a return fare big savings could be had. This is why I think the Wanaka and Masterton services didn't make it. Cheap fares from Queenstown, Wellington or Palmerston North were only an hour away!

One wonders what future ports like Kaitaia, Whakatane, Taupo, Wanganui, Westport, Hokitika and Timaru have. Kaitaia, Whakatane, Taupo and Wanganui all have relatively major airports within an hours drive. On the West Coast people from Greymouth already drive to Westport or Christchurch to catch a direct flight to Wellington rather a two-fare flight through Christchurch to Wellington. Likewise Timaru folk have no qualms in driving to Christchurch to get cheap fares. As Eagle's Beech fleet reduces will there be cuts to these centres or will they see Q300s flights albeit with reduced frequency?

Kaitaia airport terminal... will it sustain an Air New Zealand service in the long-term

This week Mainland Air has started an Oamaru to Christchurch service and Sounds Air picked up the Wellington to Wanganui route in January. These are gutsy moves by both airlines. It seems to me they need to do two things to make these services work and they both involve people thinking differently. 

First both airlines need to get people to think of flying rather than driving. Wanganui people, I am guessing, think only of driving to Wellington for a day's business. The same is true for Mainland Air's service into Christchurch. Sounds Air's fare is really excellent and I think they need some major marketing and door knocking in Wanganui promoting the service in connection with the Airport bus - No more hassle with rush hour traffic into Wellington! A quick and easy flight and getting into the city in the bus all in just over an hour! Sounds Air might, however, want to think about a little later departure out of Wanganui than 6.45am! The same principle is true with Mainland Air's service from Oamaru into Christchurch, however, their fare is almost double Sounds Air's! 

Secondly, the two airlines have to make it easy for people to trans-ship to Air New Zealand and Jetstar AND to think trans-shipping is easy and makes sense. On the first point this is particularly so for Sounds Air passengers at Wellington. If an elderly passenger wants to fly from Wanganui to Christchurch, when they arrive at Wellington they have to drag their bag up the long ramp to the check-in for Air New Zealand or Jetstar. In the same way when they get back to Wellington they have to drag their bag up from the ground floor baggage claim to the main terminal then down to the Sounds Air check in. This doesn't make it attractive for elderly people to use the Sounds Air service. 

Both the new air services will need to pick up people wanting to travel from Oamaru beyond Christchurch and from Wanganui beyond Wellington. Both airlines need to really sell the advantage of why people should fly with them to connect with another airline at another airport rather than take the car. For example, something like - At Sounds Air we make it easier for you connecting to other flights at Wellington... no driving, no parking fees! 

The other thing the two airlines need to advertise is the cost of getting from A to B... For example - It costs $ 164 to fly from Wanganui to Christchurch if you can pick up a $39 fare from Wellington! Now that doesn't seem too bad a deal to me! Again, its all about changing the mindset of people in New Zealand to change airlines half way through a journey and seeing the overall cost is not bad. That said, in my opinion I think Mainland Air would be better flying to Wellington than Christchurch. My gut feeling is that is where people want to go to but doing that with cheap enough seats is the challenge.

My prediction is that more Air NZ routes will go or frequencies will be reduced in favour of larger aircraft. Both these moves will open the way to airlines like Mainland and Sounds Air to fill the gaps. But it is going to take creativity. There is opportunity for the airlines that can be creative in offering reasonable fares and direct flights without taking on the national carrier. At the moment that opportunity is there between Masterton and Auckland its just a matter of who will get the formula right!  

Waiting to board my flight back from Rarotonga last week...

... the news was on the TV and the news came over that the animator of the Good Night Kiwi, cartoonist Sam Harvey, had died. They then played the Good Night Kiwi. As soon as the music started the terminal went quiet and everyone turned to the TV to watch it again.

BRING BACK THE GOOD NIGHT KIWI