A couple of discoveries...

I hadn't got around to sorting out the photos from my last visit to the airport a few weeks ago until tonight and I was surprised to find a couple I hadn't noticed...

Air New Zealand's Airbus 320 ZK-OJS now features the company's new colour scheme. It is seen here at Auckland on 6 July 2014.

Previously ZK-OJS appeared in the simple black scheme as seen here at Auckland on 28 February 2014...

and in the blue scheme as seen here at Auckland on 13 April 2013.

Malaysian Airlines' Boeing 777-200 9M-MRD on approach to Auckland on 6 July 2014. It was shot down over Ukraine eleven days later on 17 July 2014 with 298 people killed

Sounds Air's Wanganui Service

Sounds Air is looking at doubling its Wanganui-Wellington service. The company is trialling a new service into Wanganui, aimed at getting Wellington commuters to the River City as well as making better connections to its South Island ports. At the moment the company's Cessna Caravan plane flies from Wanganui in the morning with a return flight in the evening. But from September 1 there will be a flight from the capital to Wanganui in the morning with a return flight mid-afternoon. Andrew Crawford, Sounds Air managing director, said the change of schedule essentially doubles the flights to and from Wanganui. "The new service will fly down to Wellington in the morning with a return flight back to Wanganui that same morning," Mr Crawford said. "At the moment there's no avenue for Wellington people to get a day flight to and from Wanganui so this is what this new service will bring," he said. "The beauty of this new service will mean it dovetails into connecting flights to Nelson, Blenheim and Picton. So it means someone can leave Wanganui on the first flight and be in Nelson by 9am. Until this new service they wouldn't get into Nelson until 2pm." He said the company had had inquiries from Wellington people wanting to make that Wanganui connection. At the moment Sounds Air flights leave Wanganui at 6.45am Monday to Saturday, arriving in the capital at 7.25am. Return flights are scheduled Monday to Friday and again on Sunday, leaving Wellington at 6pm and arriving at 6.40pm. From the start of next month, the first Sounds Air flight will leave Wanganui at 6.30am with a return flight from the capital at 9.30am. That will be followed by a Wanganui-Wellington service leaving at 3.30pm and a return flight leaving the capital at 7.30pm, operating on the same days as the current flights. Mr Crawford said the schedule will remain over summer then be reviewed. That review will also decide whether to locate pilots in Wanganui permanently. He said it was a "bold move" but one that he believed will work. "We did the same thing with our flights from Wellington to Nelson and it made a huge difference." He said the revised flights from Wanganui and Wellington would also provide an ideal 'over-and-back' connection to Nelson, Blenheim and Picton. Mr Crawford said the Wanganui service was holding its own. "We could do with more passengers but it's slowly building which is positive," he said. Sounds Air took over the Wanganui-Wellington route when Air NZ axed its daily service in December last year and started its service on January 21. The airline has flown Cook Strait for 25 years.

Source : http://www.nzherald.co.nz/wanganui-chronicle/news/article.cfm?c_id=1503426&objectid=11297669

Tauranga on Tuesday

There was a bitingly cold wind at Tauranga and not a great deal to photograph... only one new photo...

Sunair's Cessna 172 outside the Tauranga Aero Club on 22 July 2014

A new one for me was Bell Jetranger ZK-HBG at Tauranga on 22 July 2014

Eurocopter EC 130 ZK-HKV at Tauranga on 22 July 2014

 

A much improved shot of Cessna 525 Citation CJ4 at Tauranga on 22 July 2014 

A LOT of memories

John Mounce sent in these two pictures of Air New Zealand aircraft on lease to LOT, the Polish airline...

Boeing 767-200 ZK-NBJ went to LOT three years in a row... It is photographed here at Auckland on 9 May 1992 

Taken at Shannon Airport in Ireland on 31 October 1999 Boeing 737-300 ZK-NGD

Changes to Mapping Company

I have just found the article below which was in the Hawke's Bay Today newspaper on the 4th of May 2014. As a follow on from this NZ Aerial Mapping was placed in receivership on 2 July 2014.

Long-established Hawke's Bay company NZ Aerial Mapping says it will remain in the region despite a decision to move some parts of its business to Auckland and sell its Hastings Aerodrome headquarters. The aerial photography and mapping company has put its buildings,hangars and land at the Bridge Pa Aerodrome on the market as it consolidates its engineering and flight operations activities in Auckland. The company has had a presence at Bridge Pa since the 1930s and says it will continue to run its production and sales operations from Hastings. Managing director Mark Roberts said the shift of some parts of the business to Auckland followed the company's 2012 acquisition of Great Barrier Airlines. "Although the two businesses are different (an aerial survey company and a commuter airline) there are synergies to be made," Mr Roberts said. "Some benefits have already been extracted, however, it is now time for the group to implement the combining of the engineering and flight operations of both businesses," he said. "Due to the types of planes the group owns and regular passenger transport operation being flown, it was decided the new facility is best based in Auckland and therefore the Bridge Pa facilities become surplus to requirements." It is understood some NZ Aerial Mapping staff have been offered the option of either moving to Auckland or taking redundancy. Bayleys Hawke's Bay, which is selling the property, says it offers an exciting opportunity for plane owners or an aviation industry business. The site is one of only two such facilities in the area. The 7465sq m freehold section includes a number of buildings, three hangar workshops, a fuel tank and a dangerous goods store. Tenders for the property close on May 22. "An opportunity now exists for an investor to take over this property in a sought-after area and potentially elevate the business to a new level," Bayleys agent Paul Garland said. The other Bayleys salesman involved in marketing the property, Daniel Moffitt, said the strength of the local horticultural market could present an opportunity for a horticultural aviation company to take on the facilities. "A new owner could also consider subdividing the hangars to extend capacity for operators, particularly those specialising in horticultural aviation given the demand of the surrounding market," he said. Hastings Mayor Lawrence Yule said the district had been working to attract new aviation businesses, and he was confident the facility would find a new owner. "I don't like any business moving off but at the moment we're substantially gaining more than we're losing so I'm quite happy about that," he said.

Source : http://www.nzherald.co.nz/hawkes-bay-today/news/article.cfm?c_id=1503462&objectid=11249077

NAC - The First Civil Operator to the Chathams on Sea and Land

While NAC has only had the briefest of connection with the Chathams it holds the status of being the first civil operator to the Chathams on both land and sea.

During the years 1946 to 1948 the RNZAF operated a number of flying boat services to the Chatham Islands using their Catalina and Sunderland flying boats. These flights prompted calls for a regular air service to the Chatham Islands. On the 7th of October 1948 Cabinet gave  the National Airways Corporation authority to operate a flying-boat service between Wellington and Chatham Islands and return once every six weeks, on trial, for a period of six months. Any losses incurred were to remain with the National Airways Corporation until the end of the period It was agreed that if it was subsequently decided to continue the service that at the end of the first year's operation the question of whether NZNAC would be reimbursed or not would be considered.

Initially there was some question as to whether these flights would terminate on the Chathams’ Te Whanga Lagoon or Lake Huro. RNZAF crews that had previously visited the Chathams in adverse weather conditions were very much against the continued use of the lagoon. However, there were no mooring, launch and jetty facilities at Lake Huro let alone road access and so Te Whanga Lagoon was confirmed as the landing site. As this question was determined NZNAC also looked to ensuring adequate services at Evans Bay, including provision of launches, mooring, refuelling, “sweeping” the landing and taking-off areas as well as the provision of a place for checking in passengers. The Corporation asked Aeradio and the RNZAF to provide the same radio communication facilities for their flights as had been provided for previous Air Force flights.

NAC operated a survey flight to the Chatham Islands with Short Sunderland ZK-AMG, Mataatua, on the 9th of February 1949. 21 seats were available on the outward flight, but the Sunderland was full for the return trip on the same day carrying Public Works Department carpenters and secondary school students returning to New Zealand for the new school year. The fare was set at £11 each way with each passenger allowed 35lb of luggage. The flight was scheduled to leave Evans Bay at 8.15am arriving at the Chathams at 11.45am. The return flight was scheduled to leave at 2.45pm arriving at Wellington at 6.15pm before the Sunderland positioned back to Auckland.

Evening Post, 5 February 1949

This first flight was expected to mark the beginning of the regular six-weekly service to the Chathams, however, the service proved to be more sporadic. A return flight was operated on the 9th of March 1949 but the flight scheduled to operate on the 1st of June was cancelled due to insufficient traffic. The next flight was operated on the 17th of August 1949, but a week before the flight operated there were only 13 passengers booked - 10 bound for the Chathams and 3 on the return flight! At this time NAC wrote to the Director of Civil Aviation noting that “even allowing for a full complement of passengers each way on the Sunderland aircraft, the Corporation will still lose approximately £400.0.0 per trip when operating these flights to the Chatham Islands, and therefore it is necessary to recover as much revenue as possible on each flight operated.”

Over the summer of 1949/1950 more flights were operated. Wellington’s Evening Post suggested that the Chathams as a holiday destination - Holiday seekers who would care to spend a month at the Chatham Islands over Christmas will have an opportunity to do so by flying-boat. A Sunderland flying-boat is making two special flights from New Zealand to the Chathams over the holiday period. She will carry passengers from Wellington and mail from Auckland and Wellington. The first flight leaves Auckland at 2.30pm on December 22, and Wellington at 8am the following day, returning to Wellington at 5.30am from the islands. The second flight will be made at the same times on January 26 and 27. The Sunderland will arrive at Wellington from Auckland at 5pm on December 22 and January 26, and departs for Auckland from Wellington at 6.15 pm on December 23 and January 27.

NAC had three Short Sunderlands registered to them... Above ZK-AMG, which made the first flight to the Chathams and below ZK-AMK. Both photos were taken at Hobsonville in Auckland.

In 1950 NZNAC retired the Sunderlands from its fleet, the flight on the 27th of January 1950 being the last flight the Corporation operated to the Chathams. The flight in ZK-AMK was under the command of Captains Allan Henry and Brian Layne. 

Captain Brian Layne's logbook with the last NAC flight to Chathams recorded on 27 January 1950.

The NAC air service to the Chathams proved to be costly. The four flight carried 135 passengers and incurred losses of £436.17.11 in March 1949, £640.12.5 in August 1949, £439.12.1 in December 1949 and £360.6.9 in January 1950. The Minister of Finance approved the reimbursement of these losses to the Corporation.

Location of the three landing sites on Chatham... From left to right, Point Waikato flying boat base, the current Tuuta Airport and Hapupu airstrip which was used by the RNZAF and Safe Air's Bristol Freighters and Tasman Air's Piper Navajo. 

NAC was later to become the first civil operator of land-based flights to the Chatham Islands. This was made possible after the opening of Hapupu Airfield.

In 1956 the Barker Brothers looked at developing an airfield at Hapupu despite the Chatham Island County Council thinking the site was too inaccessible. The Minister of Civil Aviation wrote to the Barkers stating that “If you are prepared to proceed at your own or local expense without Government support at this stage in constructing the NW-SE airstrip, then conditional on the Hapupu site being finally chosen for the aerodrome for Chatham Islands I will be prepared to recommend to Government reimbursement of agreed on and substantial cost of construction of the airstrip up to 60% of the cost with a top limit of Government subsidy of £2,000.” 

On the 25th of August 1956, the Barker Brothers replied that they had already commenced preparation of the Hapupu airstrip and this was ready for use by May 1957. The first flight into Hapupu was made by the Civil Aviation Administration’s Douglas DC-3 ZK-AUJ on the 15th of May 1957. The first flight was flown by Captain Hewitt with First Officer George, Navigator Duke, Radio Officer Vaughan and Flight Engineer Young making up the rest of the crew. Also on board were Messrs Halley and Andrews of C.A.A. and Mr Pritchard of the Ministry of Works.

The survey party were quite impressed with the 4000x400 feet airfield which had been developed by the Barker Brothers. It was built along a slight ridge of sand and shell composition and the survey party considered it had “a well-drained surface, with a thick sole of grass. Despite previous rains, only tyre marks with slight tread indentations were left by the heavy aircraft.” While the survey party were happy with the airfield the Chatham Islanders were less happy as Te Hapupu was more than 30 miles from Waitangi, the Chathams’ main population centre. For half the overland distance there was no road at all so most traffic took a short cut through Te Whanga lagoon using horse-drawn joggers or tractor-drawn trailers. Nonetheless it was reported that half the population were at Te Hapupu to see the DC-3’s arrival.

During the previous two summers Ansett Airways of Australia had operated a series of flights to the Chathams. These had proved expensive and so for the summer of 1957/58 NAC were chartered by the Department of Island Territories to operate five Douglas DC-3s flights between Christchurch and Te Hapupu with an additional flight if necessary. The cost of chartering the DC-3s was estimated at £425 per flight, with an approximate net expenditure of £1000 (after revenue from ticket sales) for 6 flights as opposed to a net expenditure the previous year of £3,000 for flights operated by the flying boats. Flights were scheduled to operate on the 14th and 18th of December 1957, and the 26th of January, 2nd of February and 1st of March 1958 with a fare of £17.17.6 being charged for adults and a half fare for school children. The first survey flight was flown by Douglas DC-3 ZK-APA with the subsequent five charter flights being made by ZK-APK.

The operation of these flights proved to be very successful, with a profit of £600 being made on the Chatham Islands service for the first time. However, there were aspects of the operation of the flights that proved to be problematic. Prime among these was the remote location of the airfield and the difficulty of accessing it, the journey to the airfield taking up to 3 hours. The DC-3’s, while cheaper to operate than the flying boat, could only carry 14 passengers to Hapupu and 19-20 passengers on the return trip. It was felt that if further flights were to be operated it was highly desirable to install a radio beacon as well as radio communication from the airstrip to the aircraft. The cost of this equipment was estimated at £10,000. There was also the question of the recouping of costs for the construction of the airfield with the Barker Brothers wanting the Government to buy the airfield while the Government was willing to pay a £2000 subsidy plus a £10 landing fee for commercial flights. Despite the commercial success of these first flights they were not repeated.

The following year it was the RNZAF who operated the summer flights to the Chathams and who continued to operate a regular service. In announcing the RNZAF service the MP for Lyttleton Norman Kirk said the flying-boats offered the best solution to many of the islands transport problems. Asked why flying-boat service had been preferred to land planes, he said that the Te Whanga Lagoon had an area of 86,000 acres and offered multi-directional landing facilities not available at Hapupu which was a grass airstrip.  "The access to the strip is 31 miles, most of which is swamp and fern country and negotiated by tracks and four-wheel drive vehicles, and even these experienced considerable difficulty in driving the last 15 or 20 miles." he said, "This trip necessitates travelling in old clothing and changing into other clothes at the airstrip. This usually takes place in the bush." The lagoon, he said, offered a more regular service immediately with no costly development involved.

NAC was to operate two further DC-3 charter flights to the Chathams. The first of these was on Sunday the 26th of June 1966 when ZK-APA made a trip to the Chathams to bring trawler crew members back to the mainland. The July 1966 issue of NAC's Skylines magazine gives more details of the logistics behind the flight. Its not every day that the Chatham Islanders see an aircraft on their soil. However, on Sunday June 26 an NAC DC3 made the trip from Christchurch. Under charter to a fishing company, the flight was made for the purpose of returning a launch crew to New Zealand. However, the outward flight to the Chathams was used as a survey flight as required by DCA. DC3 ZK-APA left Christchurch at 0800 for the three hour trip to the Chathams. The return flight, which did not have the advantage of a strong tail wind took four hours. The aircraft was under the command of Capt. D. C. Emett with Capt. A. R. Westlake assisting. Mr. J. Hawthorn was on board as Flight Clerk and our Air Safety Officer, Capt. L. Dobbs, and Capt. I. R. Ferguson of DCA were carried as observers. Owing to the distance to be covered (470 miles), special engineering arrangements were necessary. Extra survival equipment was installed life-rafts emergency packs and Gibson Girl radio. Weight factors meant the cabin seating was reduced to 18. In addition, an engineer, Mr. T. Mosely, accompanied the flight and handled refuelling at the Chathams. Emergency picketing equipment, off-centre control locks and wet weather clothing were also carried. The complexity of these arrangements will give some idea of the work which goes into arranging an out-of-the-ordinary flight such as this. 

The flight proved to be a bonus for the Post Office with 300lb of mail being able to flown for the Post  Office courtesy of the charterer. On the return trip the aircraft carried 30lb of mail. The Press reported that the National Airways Corporation DC3 was chartered to bring two fishermen back from the Chatham Islands. The two men were the only passengers on the flight which was estimated to cost more than £300. The flight was chartered by Mr G. A. Blaikie, a Bluff fisherman, who owns the crayfishing vessel Kingfisher which will spend 10 weeks fishing in the islands. Marine Department regulations required a crew of five on the outward journey, but only three on the return.

Captain Emett's account of the flight was published in the August 1966 issue of Skylines... A low pass over the paddock, wind right down the strip, about 10 to 15 knots judging by the wind socks; no obstructions; looks OK; a climbing turn onto the downwind leg and call for "Wheels down." As the touchdown point passes under the left wing tip, turn in again towards the field. "Quarter flaps please, Tony." Speed coming back. "Make it a half." Speed about 90 knots now. "Three-quarters please, Tony." And as the flap goes down, check the air-speed; height OK; low over the titree; paddock looks good; check back on the control column; grass coming close. That's it! Wheels firmly on the turf - a bit too firmly for a "pansy" landing, but no bounce - well, what the heck, this is a proving flight and we've checked that the surface is hard! And so, for the first time in many years a National Airways DC3 has landed at the Chatham Islands. 

The Chatham Islands have become very topical lately with suggestions being made that a better service to and from the Islands would benefit their economy. Then there are counter suggestions that spending large sums to benefit the relatively few islanders is not in the best interests of the majority of New Zealanders. Back and forth go the arguments, but in the meantime, boats from the main islands are establishing an export business in crayfish tails from the Chathams, worth perhaps half a million pounds in overseas exchange. So big business and export crayfish may be a better reason for establishing a service to the Chathams, and it was certainly the prime cause of our flight. 

A new fishing boat had been taken to the Islands and two of the delivery crew had to get back to Invercargill as soon as possible. So a DC3 charter was arranged and the Department of Civil Aviation drew up a list of requirements which we would have to meet to ensure the safety of the operation. Because the Corporation did not intend carrying a navigator on this type of charter, the crew were required to demonstrate their ability to reach the Chathams and return, using "pilot navigation" techniques. Captain Tony Westlake took care of the pilot navigation department most efficiently and I think we made a favourable impression upon Captain Ian Ferguson from the Department of Civil Aviation and Captain Les Dobbs, NAC's Safety Officer, who had been sent along as observers. Accurate navigation is required be-cause there are two points en route which are of major importance to the crew. The first is the "critical point" which is a position between the airfield of departure and the destination airfield, from which it would take the same time to fly to the destination as it would take to return to the departure point. This distance varies according to the prevailing head or tail wind. The second, more important, is the "point of no return" which is more or less self-explanatory. For our purposes we had to establish a distance between Christchurch and the Chathams for which, if we suffered an engine failure we could return on one motor to Christchurch. Once we had travelled beyond that point we were committed to a landing at the Chathams if an engine failed. Our DC3 was equipped with a drift sight which gave us our drift angle and ground speed. This enabled us to compute the wind. Using radio compass bearings from broadcast stations at Wellington and Napier, positions were established and radio reports were made each 2 of longitude along our track, and thus we were able to keep a close check on our progress, proving that the flight was a reasonable undertaking for a two-pilot crew. 

Once we had arrived at the Hapupu airstrip the other members of our crew came into action. Tom Mosely prepared for refuelling and John Hawthorne, our cabin attendant, worked out that with ten passengers and their baggage we could carry 620 gallons of fuel without going over our maximum permitted weight. So Tom began the task of refuelling from 44 gallon drums with a willing Chatham Islander operating the hand pump. The fuel slowly passed through a funnel lined with chamois leather into the aircraft tanks. The chamois leather is essential because it prevents any water which may have condensed in the drums from passing into the aircraft tanks. This process gave us the chance to take stock of our situation and to have a chat with the people who had come to farewell our passengers. It transpired that to reach the airfield from the "capital city" Waitangi, requires a journey by tractor and trailer across a large shallow lagoon, which apart from the inconvenient transport, takes a long time. It seems that there are plans for a sealed strip near Waitangi, but the chap I was talking to had the opinion that the peat soil at Waitangi, the undulating country and the lack of nearby shingle for stabilising the strip, would make it prohibitively expensive. He was all for the Hapupu strip and building a causeway over the lagoon, but the Hapupu strip also has its disadvantages. Ian Ferguson said that for our trip the Chathams weather was the best that he had experienced, and with the wind straight down the strip we had no problems. But if the wind had been across the strip, the dense belt of trees on the western side acting as an escarpment would have added to the problem by producing low level turbulence. It would be easier by Friendship, both for the cross-wind performance on the tricycle undercarriage and for the ease with which it meets the fuel and single engine requirements. But the strip isn't sealed and it isn't very long. Therefore, with DC3 aircraft the Corporation and the Chatham Islanders must accept the fact that at times an aircraft may travel almost to its "point of no return" and then turn back to Christchurch or Wellington if the pilot in command is at all doubtful of the unpredictable Chathams weather. Given a good day it's an out-of-the-rut trip and most enjoyable—especially the crayfish. (One of our passengers supplied one each to the crew!) 

The second flight followed on the 22nd of July 1966. NAC's Skylines magazine reported, The aircraft was under the command of Captain A. R. Westlake, with Captain R. L. Anderson assisting. The Engineer was Mr. J. Walker and Flight Clerk Mr. R. Coventry. ZK-APK left Christchurch at 0800 hours for the flight. The purpose of the charter was to take some of the fishing company's men over to the islands and to bring others back. Also on the return trip was the Leader of the Opposition, Mr. Kirk. The aircraft took hospital supplies to the Chathams, and a sick person was carried on the flight back. The aircraft returned to Christchurch at 1630.  

For links to other air services to the Chathams see...
http://3rdlevelnz.blogspot.co.nz/2012/05/chatham-islands-index-of-posts.html 

Sad News for Malaysian Airlines

Today is a sad day for Malaysian Airlines after their Boeing 777-200 9M-MRD was shot down over Ukraine. Our sympathy goes out to those killed and their families...

The ill-fated Boeing 777-200 taxiing at Auckland for departure to Kuala Lumpur on 23 February 2013

Retired from Service

Retired from the Air New Zealand fleet this week is Boeing 747-475 ZK-SUH. It made its last commercial flights with the company on the 13th of July 2014 flying NZ8 from Auckland to San Francisco and returning as NZ7 departing San Francisco on the 14th and arriving into Auckland on the morning of the 15th of July 2014.

ZK-SUH was first of three Boeing 747-400s taken on long-term lease from ILFC. It arrived in November 1994 and was followed by ZK-SUI and ZK-SUJ. ZK-NBV is the last remaining Boeing 747-400 in the Air New Zealand fleet.

ZK-SUH is due to depart New Zealand for Los Angeles and the Southern California Logistics Airport at Victorville at the end of the month.

In the old Air New Zealand scheme, ZK-SUH on approach to Christchurch in January 1997

ZK-SUH in it current scheme, this time caught on departure from Auckland on 22 December 2012

ZK-SUH alongside the new colour scheme as worn on Airbus 320 ZK-OXA at Auckland on 18 January 2013

The soft light of the late afternoon on ZK-SUH as it arrives home on 17 March 2013

Vincent Aviation Update

I have done a major update on my earlier post on the New Zealand operations of Vincent Aviation.

The post can be read at http://3rdlevelnz.blogspot.co.nz/2010/03/finding-niche-vincent-aviation.html

And as a postscript, already my post is out-of-date... the comment below informed me that Today, 16 Jul 14, Beech 1900D VH-VAQ (ex ZK-VAB /2) was registered to Vincent Aviation Ltd as...ZK-VAB again!

Flying Air Milford into Milford Sound

A stunning clip of the approach into Milford Sound on one of their two Cessna 208 Caravans...

Black Beauty

I didn't get out to Auckland International for the arrival of Air New Zealand's Boeing 787-9 ZK-NZE... Agairnz kindly sent in these photos...

Ansett's service to the Chatham Islands

UPDATED March 2026

In April 1954 TEAL ended its service to the Chatham Islands as it withdrew its Short Solent flying boats from its fleet leaving the Department of Island Territories with the problem of providing an air service to the Chathams. The Department looked across the Tasman for a solution to having no civil operators using flying boats. At that time Ansett Airways was the only available airline operating flying boats in the region, and the Department chartered the Australian airline to provide a number of flights to the Chathams over the summer of 1955-1956 using their Short S25 Sandringham flying boats. 

The Sandringhams were civilianised Short Sunderlands, the type which were being used by the RNZAF. The charter necessitated Ansett positioning an empty Sandringham from Sydney to Wellington before making the return flight to the Chathams and then returning empty to Sydney making it an expensive solution.

On the 4th of October 1955 the Evening Post reported that thirty-five sightseeing visitors from Tasmania would arrive by Ansett Airline Sandringham flying-boat at Bluff on the 29th of October 1955. The following day they were to be flown over the southern lakes and along the Alps to Wellington. They were then to travel by road to visit Napier, Taupo, and Rotorua in the course of a five-day tour to rejoin the flying boat at Auckland on the way home to Tasmania. The newspaper report said while the tourists were making their coach tour the Sandringham was make a side flight to the Chatham Islands. 

A couple of weeks later, on the 13th of October 1955, the Evening Post reported that Flying-boat flights from Evans Bay to the Chatham Islands are to be made on November 1 and again early in December as a result of arrangements the Government has made with an Australian company, Ansett Airways, Ltd. The Minister in Charge of Civil Aviation (Mr. Shand) said he expected the second flight to be about December 10. The arrangements were the result of a sustained effort to provide transport for the ever-increasing passenger demand between the Chatham Islands and New Zealand. Inquiries concerning passengers should be made to Ansett Travel Service, Wellington, or to the Resident Commissioner, Chatham Islands, said Mr. Shand. A single fare would cost £20. The present proposals hinged on Ansett Airways being able to carry out the service between the time of landing a party of tourists at Bluff and the return flight from Auckland. It was hoped that further flights might take place in the autumn, but that depended on the arrangement of additional tourist flights from Australia. 

 

Referring to the Chatham Islands pressure for a regular service by landplane, Mr, Shand said it was unlikely such a service could be inaugurated at a cost of less than £20 per passenger, and the reaction of the lslanders to the temporary service would be taken as a guide to the prospects of establishing a regular service in the future. "lslanders may press the Government to subsidise the service, but I would point out that they will in any case be asking the Government to establish an airfield in the islands without the 50 per cent. payment commonly required of local bodies," said the Minister. Radio facilities would have to be provided before a regular service could be run and this would represent a very substantial hidden overhead on a weekly service. Mr. Shand said that the flying-boat service to the Chatham Islands had never been an economic activity. Fares, freights, and mail charges collected each year failed to meet the direct operating costs by the following amounts, which had been made good by payments to the operating companies by the Government: 1949-50 (NAC), £1877; 1950-51 (Teal), £1357; 1951-52 (Teal), £1234; 1952-53 (Teal), £1516; 1953-54 (Teal), £434. Nonetheless the Chathams isolation did necessitate some form of service.

The Press, 6 October 1955

The first flight was made on the 1st of November 1955 by Ansett Flying Boat Services Pty Ltd’s Short S25 Sandringham VH-BRE, Pacific Chieftain. The Evening Post reported that day that an early start on its flight to the Chatham Islands was made this morning by Ansett Travel Service's Short Sandringham flying-boat Pacific Chieftain. Punctually at 6.30am the aircraft took off from Evans Bay and circled over the harbour. Just after passing Point Halswell, it flew low past the inter-Island steamer Hinemoa coming in from Lyttelton, The aircraft was carrying 18 passengers and some 2000lb of freight. This was mainly mail matter, but it included about 600lb of fruit, small goods, and other foodstuffs. Sausages formed a major part of the small goods, but the islanders will be disappointed not to receive any ice-cream. Because of the early departure of the flying-boat and there being no cold storage at the Evans Bay base, it was not possible to arrange for the delivery of ice-cream. The Pacific Chieftain is expected to arrive back at Evans Bay about 3 o'clock this afternoon. From Wellington it will fly up to Auckland to embark the 36 Tasmanian tourists who came across on it last week and who have been touring the South and North Islands. 

Plans for a second flight coinciding with the next "air cruise" on the 30th of November or the 1st of December didn't come to pass. Instead on the 9th of December it was announced that the Government had successfully concluded negotiations with Ansett Airways for one of its flying-boats to make a return flight to the Chathams on Friday, December 16, and, if there is sufficient traffic io warrant it, a second flight on Saturday, December 17. The Minister of Island Territories (Mr. Macdonald) said yesterday that the flying-boat would depart from Evans Bay at 8am, but intending passengers should report at the flying-boat base at 5am. The fare would be the same as on the last fight, namely £20 each way, and freight would cost 1/- a pound Ansett Travel Service, Commercial Bank Building, Lambton Quay, would handle all bookings. Mr. Macdonald said that the regular passenger vessel was to be laid up in a few days’ time. The cost to the Government of the air charter would not be light, but it recognised the claims of the Chatham Islanders to receive some special consideration because of their isolation and difficult communications.

In the end only one flight was operated with Short S23 Sandringham VH-BRE Pacific Chieftain flying to the Chathams on the 16th of December 1955 as reported in the Evening Post of that day...  On a Santa Claus flight, an Australian Sandringham flying-boat specially chartered by the New Zealand Government, left Evans Bay at 7 o’clock this morning for the Chatham Islands. The aircraft was carrying 24 passengers and one and a half tons of Christmas mail and other good things for the islanders. The latter included 1060lb of sausages, fruit, a live turkey, whisky, and a goodly consignment of ice cream, the last-mentioned for a children’s Christmas party to be held at Waitangi. The ice cream was loaded into the aircraft a few minutes before it took off, there being no refrigeration plant at Evans Bay. the local manager for Ansett Travel Service (Mr. T. J. T. Gwatkin), said the flying-boat was expected to arrive back at Evans Bay this afternoon and would leave at 9 o’clock on Sunday morning for Sydney to resume its normal flights thence to Lord Howe Island and Hobart. 

The next flight to the Chathams was flown on the 31st of January 1956. The Evening Post reported, The Short Sandringham flying-boat chartered by the New Zealand Government from Ansett Airways, Ltd., to take Ministry of Works contractors to the Chatham Islands left Evans Bay this morning at 6.07am. Altogether she is carrying 32 passengers, 27 of whom are the contractors, and is expected back again today at 3.30 pm with a full load of passengers and freight. The flying-boat will leave for the Chathams again on Thursday at 6am with a heavy load of passengers, freight, and mail. A second flight was flown on the 2nd of February. A couple of days before the flights the Press had reported that, On the return flight this week the flying-boat will bring back to the mainland a number of post-primary school children who have been spending their Christmas holidays in the Chathams with their parents.

A final flight for the summer season was flown in March 1956. The Evening Post reported on the 9th of March 1956 that The Acting Minister of Island Territories (Mr Algie) today announced that arrangements were being made with Ansett Airways for one of their flying-boats to make a trip to the Chatham Islands on Tuesday, March 20. Mr Algie stated that the flight was being arranged to help those who had been waiting for some time to travel to or from the Chathams, but who were unable to do so because of the temporary withdrawal of the passenger-carrying vessel which normally serves the islands. The vessel has been replaced by a larger ship which was not equipped to carry passengers. The flying-boat will fly from Evans Bay and will make the return trip in one day, and as in the past, bookings will he handled by Ansett Travel Service, Commercial Bank Buildings, Lambton Quay, Wellington. 

The  flight was actually operated on the 22nd of March 1956 by Short Sandringham VH-BRC under the command of Captain L. Butterworth. The Evening Post on the 21st reported, The Ansett Airways chartered Sunderland flying-boat, which was to have left Evans Bay this morning for the Chatham Islands, was unable to leave its berth owing to a broken stay wire on one of the floats. The wire was broken by the launch when the flying-boat was being berthed yesterday and the boat will now leave tomorrow at 6am. When the Sunderland leaves tomorrow there will be 35 passengers on board. The flying-boat is due back here at approximately 3pm tomorrow and is scheduled to return to Auckland on Friday morning. From there it will take tourists it brought over here earlier in the year back to Australia on Saturday morning.

Following the success of these flight a further series of three flights was arranged for the following summer. 

A letter dated the 10th of October 1956 from the Treasury to the Minister of Finance recorded, On 8 October 1956 Cabinet authorised the Department of Island Territories to arrange three return flights to Chathams Islands. These services are to be provided by an Ansett Airways flying boat in December 1956 and January and February 1957 and the nett cost involved has been estimated at £3,150. Financial provision to this extent has been authorised for inclusion in the Department’s 1956/57 Supplementary Estimates. 

Our experience indicates that at least three flights are required each summer to supplement the shipping service. During the rest of the year the need for additional passenger transportation largely depends on the vagaries of the shipping services. At the moment passenger transport is very uncertain. I am led to believe that the “Port Waikato” on the trips scheduled for this month cannot carry all those who wish to travel. I have discussed the need to charter an aircraft now or in November with Captain Holm, and if circumstances warrant a special flight being made now or in November a further submission may have to be placed before Cabinet.

Proposal

(a) That Ansett Airways be informed that, in the absence of a land plane service to the Chatham Islands, the Government will charter their flying boast for trips to the Chathams in December, January 1957 and February 1957;

(b) That as soon as arrangements are finalised the public be informed of the service available.

Comment

Since late 1955 Ansett Airways has made five flights to the Chathams for the Department of Island Territories on occasions when the Chatham Islanders were either without any or without adequate means of transportation to and from the mainland. Only one flight was announced at a time, giving the travellers or would-be travellers no definite indication of how they would be able to make the return journey. As the pattern of passenger-traffic is fairly clear nothing is to be gained by waiting until pressure of public opinion forces us to consider a flight. If we announced a definite series of flights over the coming season we would expect to gain increased patronage, thus benefitting financially besides giving a more assured service. The service provided by Ansett Airways is entirely dependent on the extent to which the company find it convenient to charter us flying boats, and it is arrangement which could break down and leave us in an embarrassing position. However, the islanders have received Government assistance with this problem over a number of years now and pending the establishment of an airfield I think it is incumbent on us to continue to make use of the service which can be provided by Ansett Airways, despite its limitations. 

The December flight will be made before the Duke’s visit, so that as many Chatham Islanders as possible can be there for this important occasion. There will, however, be a large official party, including press and radio representatives, who will require to return to the mainland after the visit, and the Department of Internal Affairs are contemplating chartering the flying-boat for a second flight, after the Duke’s departure. There would be room on this second flight for quite a large number of non-official passengers and thus the service may be greatly improved for comparatively little additional expenditure.

The five flights made to date have cost some £5,000. The cost to the Government is almost completely determined by whether we to charter the flying-boat from Australia or from Evans Bay. When we have to bring the flying-boat empty from Australia (this is unfortunate but apparently unavoidable) one return flight to the Chathams costs about £3,200, less revenue. Thus the December flight – one of the most essential flights – is an expensive proposition, but on those occasions when an Ansett flying-boat  is taking tourists around New Zealand the cost of a charter from Evans Bay is only about £1,100 per trip, less revenue. The gross cost of the three flights would be some £5,400. The net cost of the flights is estimated to be as follows – December, £2,500; January, £325; February, £325: Grand Total, £3,150.

Ahead of the Duke of Edinburgh's visit to the Chatham Islands one of Ansett's Short Sandringham flying-boats arrived at Wellington on the 16th of December 1956 carrying a plane-load of passengers, many of them returning home from the Olympic Games which had been held in Melbourne. TEAL had bought 20 seats on the trans-Tasman flight, which enabled some Wellington visitors to the Games to return directly home.  

To reach the Chatham Islands in time to prepare for the Duke of Edinburgh’s visit on the 19th Christchurch-based New Zealand Government officials had to fly there by way of Wigram, Paraparaumu, and Evans Bay, the Christchurch Press reported on the 18th. Early this morning, they left Christchurch in a Royal New Zealand Air Force Dakota, and at 6 a.m. the party was due to leave Evans Bay for the Chatham Islands in a chartered Ansett Airways Sandringham flying-boat. After the Britannia sailed from Lyttelton last evening, the party drove to Wigram. The Dakota took off at 1.45 a.m. and was expected to land at Paraparaumu shortly after 3 a.m. With an hour’s drive into Wellington, the party would not have any time for sleep as they had to be at Evans Bay at 5 a.m. Last evening, it was thought that the weather at the Chatham Islands might prevent the Sandringham from making the flight today. But the New Zealand manager of Ansett Travel Service (Mr E. J. T. Gwatkin) said in Wellington that no reports received so far would indicate that the weather was unsuitable for a landing. “There has been mention of 3ft waves, but the captain of the flying boat says his aircraft can land in 6ft wave conditions without danger,” said Mr Gwatkin. “Cloud and mist conditions are not considered unfavourable.” The flight also included "police and press men." Chatham Islanders wishing to have Christmas in New Zealand were flown out on the return flight. 

On the 20th the reverse was flown. Chatham Islanders returning home for Christmas flew outbound while those supporting the Duke of Edinburgh's visit flew back to Wellington. The Evening Post of the 20th reported, Carrying 28 passengers, most Chatham Islanders going home for Christmas, and a large quantity of mail matter, an Ansett Airways Sandringham flying-boat took off from Evans Bay shortly before 6.30 this morning on its flight to the Chatham Islands where it was expected to arrive at 9.10am. The aircraft was to leave the islands at noon and is due back at Evans Bay at 3.11pm with a full complement of 30 passengers. They are mainly officers of the Department of Internal Affairs, police, Pressmen, and broadcasting officials who were concerned with the visit oi the Duke of Edinburgh to the Chathams. The Sandringham will leave at 7am tomorrow for Sydney to resume its regular flying schedule to Brisbane and Hayman Island.

On the 28th of January 1957 an Ansett Airways Sandringham flying-boat arrived at Wellington's Evans Bay at 2pm with tourists from Australia on another New Zealand air-cruise. Flown under the command of Captain L L Maundrell it had previously flown from Hobart to Bluff. The flying-boat made a charter flight to the Chathams on the 29th returned to Australia from Auckland on the 3rd of February.

Ansett Airways made its final visit to the Chatham Islands on the 5th of March 1957. This flight was once again made possible with the aircraft being in New Zealand on an air-cruise for Australian tourists. 

In all Ansett Airways made 9 flights to the Chathams. It was clear a better and more permanent solution was needed to providing air services to the Chatham Islands. 

In May 1957 the Hapupu airfield was opened on the Chathams and a decision was made to charter National Airways Corporation DC-3 aircraft to operate the summer flights. This was a much cheaper option for the Department of Island Territories and as Ansett Airways were looking to dispose of their flying-boats some time during 1958 it seemed a better option for the future. 

The 5th of March 1957 flight to the Chathams was not the final visit of an Ansett Short Sandringham to our New Zealand skies. On the 2nd of November 1957 Short Sandringham VH-BRC, under the command of Captain L. L. Maundrell with Captain H. Purvis as copilot left Sydney for Wellington.  On board were film-crew members of the United States film company, Dudlev Pictures Corporation, who were here to begin filming of the South Island sequences for a full length two-hour film, “Cinerama-South Pacific." South Island sequences were expected to take about eight minutes in the completed film and include Milford Sound, high country sheep stations and alpine scenes. On the 3rd it filmed over the Cook Strait and Marlborough Sounds enroute to Lyttelton.

A United States camera unit which has been shooting a scenic film in the South Island returned to Lyttelton at 12.30 p.m. yesterday in an Ansett flying-boat from Queenstown. The camera unit has been at Queenstown for the last few. days, and made several flights in the area. The film the unit is making is to be entitled "Cinerama - South Seas." The aircraft was in the South Island for the next fortnight operating from Queenstown and its flights included a landing at Milford Sound. The Press on the 16th of November reported, “On one flight recently, which included the Milford. Tasman and Mount Cook areas. I saw scenery which was absolutely magnificent,’’ said Mr Richard Goldstone, one of the producers of the film. It was equal to, and in some cases surpassed, any he had seen in the world, he said. There are 12 technicians in the party, which is headed by Mr Goldstone. Shots have been taken of Milford Sound and the Southern Alps. Using an Auster belonging to the Mount Cook Tourist Company the crew made a low-level flight from the Tasman Sea right up Milford Sound to its head. The Cinerama camera was carried beneath one wing and the camera batteries beneath the other to balance the load of 500lb. The camera was controlled from the cockpit of the plane. The plane landed at the Milford Hotel for morning tea and closeup shots of the Bowen Falls were taken. A Piper Tripacer of Southern Scenic Airways accompanied the camera plane to provide foreground for shots against the Southern Alps. The Ansett Airways Sandringham flying-boat, which had been at Queenstown since Wednesday, flew to Mount Cook, and the Fox and Franz Josef glaciers for high level shots. Shots were taken at up to 12.000 ft and over 3000ft of film used. In the Queenstown area, the unit concentrated on filming the activities of sheep stations, particularly shearing, which is being done at present. Before going to Queenstown, the technicians spent two days with a ski plane, shooting on the Tasman glacier up to 7000 ft. At least two trips, including another to Milford Sound, will be made by the flying-boat from Lyttelton. The flying boat returned to Australia on the 18th.

Short Sandringham VH-BRC at Lyttleton in November 1957. This was after the end of Ansett's Chathams' service, the aircraft being in New Zealand filming for a Cinerama movie. Note the large camera turret installed in the bow hatch. Photos : P Sheehan Collection

Kerikeri Flight Changes

For some time now the Bay of Islands has been served by a mix of Eagle Air Beech 1900 and Air Nelson Q300 flights but Kerikeri will go to an all Air Nelson Bombardier Q300 service from the 9th of February 2015. Air Nelson will offer four Q300 seat flights between Auckland and Kerikeri each weekday with three flights on both Saturdays and Sundays. Flights will leave Kerikeri for Auckland at 6.50am, 9.40am, 1.20pm and 5.30pm Monday to Friday, 6.50am, midday and 2.10pm on Saturdays and 6.50am, 10.10am and 4.30pm on Sundays. Flights will leave Auckland for the Bay of Islands at 8.35am, 12.15pm, 4.25pm and 6.45pm on weekdays, 10.55am, 1.05pm and 5.55pm on Saturdays and 8.50am, 3.25pm and 6.45pm on Sundays.

Eagle Air will operate its last flights to Kerikeri on the 8th of February 2015. Eagle Air first began operating to Kerikeri on the 1st of November 1993 when Eagle took over the service previously operated by Mount Cook Airlines. The first Eagle service was operated by Embraer Bandeirante ZK-MAS. Over the years Eagle have operated Bandeirante, Metroliner and Beech 1900 flights to the Bay of Islands. 

Departing soon - Beech 1900s from the Bay of Islands! Eagle Air Beech 1900 ZK-EAH taxis out from Kerikeri on 24 July 2008

New Air Charter Operator

Appearing on the Air Chathams' Facebook page is the news that they have launched an their own charter company Air Charter NZ.

Air Charter NZ was officially inaugurated in 2014, as the specialist charter operation of parent company Air Chatham’s Ltd. Air Chatham’s has been operating scheduled passenger and cargo operations since 1984. And during that time has engaged in charter flights on request to destinations in NZ, Australia and the South Pacific. Air Charter NZ is an Auckland based company that operates from a facility located at Auckland International Airport. From this facility both Air Chatham’s and Air Charter NZ have airline commercial, flight operations, and aircraft engineering capability. As well as the ability to accommodate tour parties arriving by coach service, and thus bypassing domestic terminal formalities. Air Charter NZ will work with clients to ensure the best possible charter for specific group requirements, utilising our diverse fleet of aircraft. Our charter rates are very competitive, and can be negotiated directly to meet your individual demands.

Charters are available using the Convairs, the Metroliner, the BN Islander and the Douglas DC-3 are available throughout New Zealand the Pacific. Speaking of the Pacific, Convair ZK-CIE returned from Tonga yesterday after providing extra capacity for Real Tonga. In particular the company is offering scenic flights with DC-3 ZK-AWP...

Representing some truly unique Kiwi history, our beloved DC-3 ZK-AWP is the only surviving RNZAF World War II veteran aircraft still operating today in front-line service. ZK-AWP was built in 1944 at Oklahoma City, Oklahoma, USA. The Oklahoma City factory was constructed to cope with wartime production in 1941, immediately post Pearl Harbour. With a wing span of 29m, length of 20m and height of almost 4.5m and powered by two Pratt and Whitney R-1830-92 engines with 1250 bhp each, it was ideally suited to military service. DC-3s operated comfortably into unpaved fields of 1000 metres or sometimes less, carrying a standard load of three tons and featuring a range of 1200 nautical miles. With its delivery crew ZK-AWP left its "birthplace" at Oklahoma City, USA in April 1945 - on the day the Red Army overran the German High Command in Berlin - and flew to Hamilton, New Zealand. From May that year it became RNZAF Dakota NZ3543 and was assigned to 41 Squadron RNZAF until 1952. In 1952 it was handed over as NZ3543 at Whenuapai to New Zealand National Airways Corporation. It entered service on the 2nd of April 1953, clocking up 10 hours and 20 minutes on the first day. Now 69 years later, ZK-AWP remains in commercial service with Air Chathams Limited and represents a very important part of Kiwi history and today you can relive this magical historical flying experience. From our base at Auckland International Airport, ZK-AWP is available for a full range of charter services, as well as sightseeing flights where our customers can enjoy the magic of this wonderful aircraft in and around the spectacular scenery of the Hauraki Gulf & Coromandel Peninsula.

For details on the DC-3 scenics see : http://www.aircharternz.co.nz/#!dc3-scenic-flight/c1dru