The Motiti Airline - Island Air Charter

UPDATED MARCH 2022

With the grounding of the container ship Rena off Tauranga Motiti Island has been in the news a lot this week. This post, which is largely the work of Bruce Gavin, looks at Island Air Charter, a company that has provided an air service to Motiti Island for 16 years and, that for a time, operated an air service to Whitianga and Great Barrier Island. Prior to this company being founded Motiti Island was serviced by Motiti Air Safaris, Motiti Air Services and Sunair Aviation.

In the 2018/19 Summer issue of the Bay Waka Paul Ensor wrote of his early years. As a Tauranga local, my love for machinery and particularly aeroplanes began as a young lad when I would frequently ask to go to the Tauranga Airport to watch the planes taking off and landing. Attending Otumoetai College, I grew up alongside the Nuku family from Motiti Island. As a teenager, I would regularly holiday on Motiti Island with the Nuku's whenever the opportunity arose. The flights to the Island were always a highlight for me. On one trip, our pilot was local identity John Martin. Once I got chatting with John and because of my obvious interest in aviation, he encouraged me to consider taking up flying lessons. After leaving school, while working in the construction industry in 1989, I began flying lessons and didn't stop until I completed my Commercial Pilots Licence in 1991. Flying had become my passion and I soon got a job as a Line Pilot for Sunair, flying the Motiti run.

On the 29th of August 1995 Sunair's Cessna P206 Super Skylane ZK-DRD (c/n P206-0135) was registered to Paul and he took over the Tauranga to Motiti Island air service from Sunair. Operating as Island Air Charter, the major part of the business was providing the important air taxi link for passengers, freight and mail to and from Motiti Island, 21 kilometres to the east. As well, air charter services were offered including flights between Tauranga and Slipper Island and the more distant Great Barrier Island.

Cessna 206 ZK-DRD still in Sunair colours but with Island Air Charter titles taken at Tauranga on 17 January 1996. 

Paul writes, With just one Cessna 206 aircraft parked outside on chains and a small flight office at Tauranga Airport, I began building up the business through my close relationships with the Motiti Island people. The small pre-fab office building that I built lived on the same site where the hangar stands today. 

The Cessna 206 and the original flight office. Source : Bay Waka, Summer 2018/19

Headquarters for Island Air Charter was initially a hangar at Tauranga Airport situated near where the Classic Flyers Museum was established in 2005. With the development of the Museum, Island Air moved to a new hangar near the southern end of the airport, from which it continued to operate in September 2011.

In November 1996 Cessna TU206A ZK-SUN (c/n U206-0511) was added to the fleet - this aircraft also acquired from Sunair Aviation Ltd. As the Tauranga region grew the demand also grew for aerial photography, air charters and scenic flights. From May to October 1998 the registrations of the two aircraft were transferred to the Motiti Residents Club of Mount Maunganui, before being transferred back to Paul Ensor on 7 October of that year.

Another of Island Air's ex Sunair Cessna 206s, ZK-SUN, taken at Tauranga on 2 December 1996

Paul continues his narrative, About this time, we were also outgrowing our small flight office, so I campaigned to try and build a hangar on a horse paddock next to our flight office. But at that time, the Airport wasn't sure where their future development was heading, so I couldn't get permission. Instead, in 2000 we purchased Bay Aircraft's old hangar, bought a third aircraft and we operated out of there until 2004 when the museum opened next door to us and it became cramped. In alignment with the new Airport development plan, we were graciously granted permission by the Airport to move the horses along and we built our current hangar where it still stands today and where it all began!

Cessna 172N ZK-WFT (c/n 17267712) was part of the fleet between November 1998 and December 1999. ZK-WFT was replaced by Cessna 172K ZK-WGE (c/n 17258978) in September 2000 and it remains in the fleet today. In September 2001 Cessna U206C Super Skywagon ZK-JCB (c/n U206-0922) replaced Cessna P206 ZK-DRD. ZK-JCB left the Island Air fleet in January 2003.

Cessna 172, ZK-WGE, at Tauranga on 1 November 2001.

Ex ZK-SUN, Cessna 206 was reregistered as ZK-PAI. It is seen at Tauranga on 11 December 2005.

In July 2004 Cessna TU206A ZK-SUN was re-registered as ZK-PAI,  Then, in October 2004, ZK-PAI and Cessna 172 ZK-WGE were joined by twin-engined Britten-Norman BN-2A-27 Islander ZK-WNZ (c/n 278). This aircraft provided a large increase in carrying capacity and with three aircraft Island Air needed extra business to utilise them efficiently. At the start of summer 2005 Island Air started advertising a regular summer service from Tauranga to Great Barrier Island via Whitianga. Return flights over the route were timed for Friday and Sunday afternoons with an additional Wednesday flight being added the following summer.

Still showing signs of being with Great Barrier Airlines and Wings Over Whales, Britten Norman Islander with Island Air titles on the engine cowls at Tauranga on 11 December 2005.

Barrier Bulletin, 4 November 2005

In November 2006 the Civil Aviation Authority suspended Island Air’s operating licence over concerns that unauthorised maintenance had been carried out on the company’s aircraft. Operations resumed together with the appointment of a new maintenance controller and chief executive. However the operator’s problems compounded the following month when Britten-Norman Islander ZK-WNZ suffered two forced landings on 22 and 28 December 2006. The second of these resulted in a forced landing on mudflats near Tauranga, unfortunately and ironically, while on a ferry flight to Hamilton for maintenance. The aircraft was later airlifted to Hamilton by helicopter, It was subsequently passed on to Great Barrier Airlines, broken up for spares and its registration cancelled. Court action in the in late 2007 resulted in Ensor being fined.

To continue operations, particularly the essential link to Motiti Island, the company initially utilised the licence of Mountain Air Ltd but in the first part of 2007 a more permanent arrangement with Sunair Aviation Ltd was put in place. Both the Cessna 206, ZK-PAI, and Cessna 172, ZK-WGE, were registered to Sunair on 18 May 2007 who operated the Motiti service on Island Air's behalf. In late 2009 this arrangement was in turn transferred to Adventure Aviation Ltd with registrations of both aircraft changing on 14 December 2009.

Island Air's Great Barrier Island summer service timetable effective 7 December 2007

On the 22nd of July 2011 Paul Ensor bought out Adventure Aviation and a formed a new company, Adventure Aviation 2011 Limited, which continues to operate Island Air Charter's services. The grounding and incident with the Islander was an unfortunate moment in Island Air's history, but as with a number of other New Zealand operators who had similar learning moments, Island Air Charter has come out of it stronger and focused on its core business which is the Motiti Island service and local scenic flying.

Bay Waka, November 2018

In November 2012 Cessna U206G Stationair ZK-WWH (c/n U20603550) and this eventually replaced Cessna 206 ZK-PAI. In the Summer 2018/19 issue of Bay Waka Paul Ensor talked about the Island Air operation: Without a doubt the 1,500-2,000 yearly flights to Motiti over 30 years have been a privilege to be involved with, to say the least. In the early days, with no regular boat service and just one barge, the Motiti locals relied heavily on the flight service to get to and from the island. Island Air has also carried freight, from avocados and crayfish coming off the island, to delivering bobby calves, sheep, goats, chooks, pigs, pallets of beer, cement, building materials, motorbikes, you name it, we've carted it. Today we're as much a part of the Motiti way of life as we were when we started and even carry the Flying Doctor service there each month. It has been a privilege beyond words to share in the lives of the families that live on Motiti. I am equally grateful for the support that they reciprocate to Island Air and our pilots. 

One of the great unanticipated spin-offs of the past 22 years we have been in business, is the training and employment of about 20 young pilots who are now dotted around the world captaining all types of aircraft from float planes in Hamilton Island, Dash-8's for Air NZ, to intercontinental. Boeing 737 Max aircraft. The hands on experience gained flying at Island Air, sets up pilots to manage many different scenarios with comfort and ease. Giving these young people a chance in aviation, as I was also given in the early years, is an essential process within the aviation industry and one that builds a bond of mutual trust and respect for life with each other.

Bay Waka, March 2019

Island Air's Cessna 172 ZK-WGE at Tauranga on 13 May 2019

Cessna 206 ZK-WWH departing Tauranga for Motiti Island on 19 June 2016

Twenty five years on from its foundation Island Air Charter continues to serve Motiti Island. It currently uses three aircraft, the Cessna 206 ZK-WWH, Cessna 172 ZK-WGE and Cessna 172M Skyhawk, ZK-FII, (c/n 17264190) which was added to the fleet in December 2017.

The latest aircraft in the Island Air stable, Cessna 172 ZK-FII at Tauranga on 26 January 2019

In late 2021 Island Air's three engine fleet received titles on the engine cowling of each aircraft. 

Island Air's Cessna 172 was off to Motiti Island

Cessna 172 ZK-WGE on a very dry Tauranga airport on 22 January 2022... 

...and on the same day Island Air's meaty Cessna 206 ZK-WWH. 

PNG Crash Plane Ex Kiwi

It is always sad news to hear of a fatal aircraft accident. The recent crash in Papua and New Guinea, with the loss of 28 lives (may they rest in peace), involved not only a New Zealand pilot, but also the aircraft, a DHC Dash 8 had New Zealand connections.

See : http://www.stuff.co.nz/world/asia/5784198/NZ-pilot-survives-as-28-die-in-PNG-plane-crash

First registered in New Zealand on the 1st of December 1995 De Havilland Canada DHC-8-102 Dash 8 ZK-NES City of Palmerston North (c/n 125) flew first for Ansett New Zealand. Following the sale of Ansett New Zealand ZK-NES was then used by Qantas New Zealand franchise which was officially launched on the 4th of September 2000. ZK-NES was the first 102 series to be repainted in Qantas New Zealand colours, it being repainted some 2 weeks before the offical launch. The Qantas New Zealand franchise did not last long, the operations coming to a halt on the 21st of April 2001. ZK-NES eventually found its way to Origin Pacific Airways while this company had a feeder arrangement for the Qantas parent compnay. It first flew for them on the 22nd of September 2002 and remained in service with them until the 7th of June 2003. A couple of months later it was ferried to PNG where it became P2-MCJ.

ZK-NES in Ansett NZ colours at Christchurch on 3 June 1996. Photo : S Lowe

ZK-NES in Qantas NZ colours at Christchurch on 11 June 2001. Photo : S Lowe

ZK-NES in Origin Pacific colours at Christchurch on 1 April 2003. Photo : S Lowe

Curtains for Whakatane Airport Terminal?

The Whakatane Airport Master Plan seems to indicate that while the destruction of the existing building may not happen soon, it could be an eventuality. The document, which is available for public viewing, reveals a phased implementation for the development of the airport with the preferred location of a new terminal next to the site of the existing one. The master plan proposes an initial phase featuring a relocatable building including new departure lounges as a low-cost means to increase the capacity of the airport. However, accompanied by an extension of the length and width of the runway to accommodate direct international flights from Melbourne the existing 250sq m terminal building would have to be demolished to allow for an apron for the maneuvering and parking of aircraft and construction of a new 12,000sq m two-storey terminal building at some future stage. The master plan can be viewed at: http://www.whakatane.govt.nz/Public-Documents/Policies-and-Plans/Whakatane-Airport/

So Whakatane wants to join the list of those towns/cities dreaming of an international airport http://3rdlevelnz.blogspot.com/2011/07/im-dreaming-of-international-airport.html

Whakatane's terminal, August 1981. Photo : S Lowe

A LEADING architect is rallying New Zealand’s building community in a bid to save the iconic terminal building at Whakatane Airport from being altered beyond recognition or even demolished. The quirky structure has long divided opinion between those who consider it an eyesore and those who like it. However as part of the Whakatane District Council’s airport master plan indicates its expansion and/or possible replacement. According to the council, there are no current plans to demolish the building – likened by some to a structure made from Lego blocks – however Jeremy Treadwell, a senior lecturer at the University of Auckland’s School of Architecture and Planning, is calling for urgent measures to ensure the building’s retention be introduced, as plans to redevelop the airport take shape. Built in 1974, the airport building was designed by the internationally-renowned New Zealand architect Roger Walker, who has also designed the iconic Ropata Village complex in Lower Hutt; the Park Mews community housing development in Hataitai, Wellington; and Britten House in Wellington – among many others. “This building is a crucial part of New Zealand’s history and its architecture,” Mr Treadwell wrote in an appeal for support through the Beacon. “It also represents Whakatane as a place that was visionary enough to build it at a time when architecture was struggling to be more than routine and, I hope, wise enough to keep it as an iconic element within a town that rises above the others of the Bay of Plenty.” Mr Treadwell said he was hoping to obtain the support of other architects around the country to lobby the council to retain the terminal. “It is a building that is a pleasure to arrive at and a building that is not of the usual mundane and corporate blandness. In a world of global sameness, demolishing a crucial civic building of startling and original architecture is nothing short of perverse.” Mr Treadwell’s ire was raised after reading the recent Whakatane District Plan review, which includes the 2008 document master plan for Whakatane Airport. “My concern with the report is that it sees the present airport terminal building as an impediment to the wider development and capacity of the airport and that it failed to identify … architecture of national importance. “The wise response to this report would be to castigate its authors and ask them to reconsider their findings, this time factoring the building into its formulations as an asset.” The destruction of Mr Walker’s work in not unprecedented. In the early 1980s the Wellington Club Building, his first large and acclaimed design, was demolished following a very public battle to save it and went to the High Court before it was finally lost. Council transportation manager Martin Taylor said people could be assured the council “currently has no plans to demolish the existing terminal building”. “The airport master plan establishes a framework for the future development of the airport. It identifies that as demand for scheduled flight services increase there will be a need for expanding terminal capacity. “The plan identifies the capacity limitations of the existing terminal and provides options for a managed expansion programme. This includes an option to add to the existing terminal building. This expansion, whenever it occurs is likely to meet growth demands for more than a decade before further expansion is likely to be considered. “It is important to observe, the master plan is a strategic planning document and not a detailed development plan. It identifies the future growth opportunities and raises aspects that we will need to consider along the way.”

Source : http://www.whakatanebeacon.co.nz/ 7 October 2011

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A Visit to Home Country

While waiting for my flight south to Christhchurch Skyline Aviation's Beech King Air ZK-SKL arrived. Photo taken at Auckland on 7 October 2011 by S Lowe

My ride home... Air Nelson's Bombardier Q300 ZK-NED. Q300s fly to Hoki from Christchurch on Monday, Wednesday and Friday mornings and Friday evenings. Photos taken at Hokitika on 7 October 2011 by S Lowe

 

A couple of local operators... Wilderness Wings' Cessna 206 ZK-FJH (above) and Anderson Helicopters' Squirrel ZK-HKA. Photos taken at Hokitika on 9 October 2011 by S Lowe

Ooops.. the Hokitika Aero Club's Rans S6S Coyote II ZK-VSI got a flat tyre causing Eagle Air's Beech 1900 ZK-EAJ to wait patiently... Photos taken at Hokitika on 9 October 2011 by S Lowe

 

Up and Greymouth Cessna 177 Cardinal returned from south. Photo taken at Greymouth on 9 October 2011 by S Lowe

The right to Christchurch, Eagle Beech 1900 ZK-EAB at Hokitika on 10 October 2011 by S Lowe

Great Barrier Island's Professional Aero Club Service - NZ Air Charter

This post follows on from the post on the Auckland Aero Club service to Great Barrier Island http://3rdlevelnz.blogspot.com/2011/10/on-journey-to-heavens-and-great-barrier.html

In 1975 the Auckland Aero Club rebranded its commercial division as New Zealand Air Charter, the move partly motivated to promote the charter and air taxi operation more as a professional operation as to the perception of the being an aero club sideline. At this stage NZ Air Charter offered eight flights a week to Great Barrier Island on an air taxi basis. These services operated from both Ardmore and Auckland International.

NZ Air Charter timetable 1A, 1975

In 1977 new routes were established to Raglan/Taharoa and Coromandel and to Dargaville, Kaikohe and Kaitaia in 1978 following the collapse of Nationwide Air. By 1978 NZ Air Charter was offering twice daily flights to Great Barrier Island, with additional flights being operated over the summer. In addition to the Cessna 172s, Cessna 177 Cardinal, Piper Pa28 Archer, Piper Pa32 Cherokee Six, Piper Pa23 Aztec and Partenavia P68B aircraft were used. For a few months, at the end of 1977, the Club also leased Stewart Island Air Service’s Britten Norman Islander while this company awaited the opening of Ryans Creek airstrip on Stewart Island.

NZ Air Charter timetable, effective 14 December 1979

Two NZ Air Charter Piper Cherokee Sixes, ZK-ELK and ZK-DGZ at Auckland International ready for an early morning departure to Great Barrier Island on the 27th of December 1978.

A close up photo of both aircraft... Above Piper Cherokee Six ZK-DGZ taken at Ardmore...

...and a long way from home - Piper Cherokee Six ZK-ELK with NZ Air Charter titles at Hokitika in August 1982. 

The Great Barrier service was not only important for passengers, but it also carried the mail and a lot of air freight. A letter from the NZ Air Charter staff to the February 1982 edition of the Barrier Bulletin said, "We reckon Great Barrier folk are great bread eaters. N.Z. Air Charter carried 15,134 loaves of bread and 1,089 packets of rolls during December and January!"

The Club service was not without its detractors, however. As early as December 1977 one correspondent to the Barrier Bulletin was unhappy with the service, writing: “The Auckland Aero Club is obviously short of aircraft - pilots - and above all - TIME. When some of the Island's businessmen sit down on the airfield from 0900 hours when the aircraft is due, until sometimes 1030 hours - something is wrong - and it is obviously the system that needs an overhaul.” Despite the experience of late running flights, the lack of an IFR service and a definitive scheduled service and the condition of the grassed Claris airfield the service was appreciated by islanders. One local, recounting the Aero Club service, said, “Claris airfield used to be a desolate place as one waited in the tin shed for the plane to arrive. In bad weather the plane would hug the coast as it flew around to Claris. It was a good service and you weren’t charged for every ounce of overweight baggage!”

NZ Air Charter's Partenavia P68B ZK-ERA at Christchurch in March 1981.

In 1983 Great Barrier Airlines set up in competition to the Club service with the introduction of flights between Auckland International Airport and Great Barrier Island. This new service was a major challenge for the Aero Club service. In a bid to sustain its business the Club wrote to all Barrier residents appealing to and for their loyalty to Club service: “No flying service is more experienced in flying to and from Great Barrier than the Auckland Aero Club. Over the years you, as a resident and valued customer, have probably used our service, or purchased goods carried by the Auckland Aero Club. Milk, bread and papers are carried at a minimal charge to stores, and this service is run at a loss to the Aero Club; being provided as a gesture of goodwill. Mail is carried under contract to N.Z.P.O. Regularly we have been called out for emergencies, accidents etc. and sometimes at night in difficult conditions and have responded readily. As we see it, the most important part of the service has been the maintaining of a continued and reliable service to residents, Summer and Winter. This has been achieved over the years at a comparatively low profit to the Club... In addition, the Auckland Aero Club spends over $4,000 per year to maintain the Claris Airfield with no government or outside financial assistance… The purpose of this letter is to thank you for your past support and ensure you of our wish to provide the regular service you need, throughout the year. We ask for your continued support to enable us to run a viable service for as far into the future as possible.”

NZ Air Charter's Piper Archer, ZK-ENX, taken at Ardmore on 2 November 1986

In the event NZ Air Charter found the Great Barrier Airlines too vigorous a competitor. Auckland Aero Club officials acknowledged that the Great Barrier Service was, at best, only marginally profitable and generally running at a loss. An agreement was reached between the Club and Great Barrier Airlines whereby a goodwill financial payment was made to the Club and provision was made for the lease of two aircraft and maintenance services. The decision to end the service was not taken lightly because of the tradition of the long running service. The Auckland Aero Club/NZ Air Charter air service finally ended on the 1st of July 1984.

The aircraft used by NZ Air Charter included;

Beech 58P Baron

• ZK-NWY (c/n TJ-334) Leased

Beech 76 Duchess

• ZK-ECE (c/n ME-44)

Britten-Norman BN2A-7 Islander

• ZK-IAS (c/n C-182) Leased

Cessna 172

• ZK-DAY (c/n 172-59825)
• ZK-DAZ (c/n 172-59907)
• ZK-DML (c/n 172-61245)
• ZK-DRQ (c/n 172-63057)
• ZK-DSM (c/n 172-62374)
• ZK-EKP (c/n 172-67279)
• ZK-EWF (c/n 172-75010)
• ZK-JAZ (c/n 172-70686)

Mooney 20C Mk21

• ZK-CPF (c/n 20C-3240)

Partenavia P68B

• ZK-ERA (c/n 123)
• ZK-LAL (c/n 70)
• ZK-PLA (c/n 86)

Piper PA-23-250 Aztec

• ZK-CUS (c/n 27-4499) Leased
• ZK-DIO (c/n 27-7305073) Leased
• ZK-DJG (c/n 27-2638)

Piper PA-24-260 Comanche

• ZK-DAA (c/n 24-4509) Leased

Piper PA-28-181

• ZK-EKQ (c/n 28-7690206)
• ZK-ENX (c/n 28-7790212)

Piper PA-30 Twin Comanche

• ZK-DOK (c/n 30-1735) Leased

Piper PA-31-350 Navajo Chieftain

• ZK-EVP (c/n 31-7405241) Leased

Piper PA-32-260 Cherokee 6

• ZK-DDF (c/n 32-480) Leased
• ZK-DGZ (c/n 32-7100025)
• ZK-DIV (c/n 32-7400015)
• ZK-DTA (c/n 32-7140017)
• ZK-EKS (c/n 32-7300018) Leased
• ZK-ELK (c/n 32-7600009)
• ZK-ERN (c/n 32-7700002)

Ted Smith Aerostar 600

• ZK-WAS (c/n 60-0506-164) Leased

– Fleet list composed by F B Gavin

Bay of Plenty Airways' Aero Commander Crash Memorial

A memorial service and commemorative plaque/display unveiling is being planned for the 50th anniversary of the accident of Bay of Plenty Airways Aero Commander ZK-BWA, to be held at the Classic Flyers Museum, Tauranga Airport, on Monday 21 November 2011. In the early afternoon there will be presentations about the accident by Professor Les Erasmus, Rev Dr Richard Waugh and Steve Swift (former Australia Civil Aviation engineer) in the Museum's upstairs lecture room.

On 21 November 1961 Bay of Plenty Airways Aero Commander ZK-BWA, while on a scheduled service from Wellington to Rotorua and Tauranga, broke apart in flight and crashed on the slopes of Mt. Ruapehu, with the loss of life of all six occupants: Captain Alf Bartlett, Miss Marlene Boynton, Mrs Nicholas Crook and her children Jeffrey (2) and Helen (8 months) and Mr Irvine Down.

Subsequent air accident reports, engineering analysis, and pioneering metal fatigue work by Professor Les Erasmus (University of Canterbury) drew important conclusions about the cause of the accident. Further work by Steve Swift, Principal Fatigue Engineer, Civil Aviation Authority, Australia, drew attention to the international significance of the accident and the structural inadequacies of the Aero Commander design.

The 1961 Mt. Ruapehu accident is one of the nine scheduled airliner accidents in New Zealand from the early airline period of the 1930s through to the 1960s. A total of 73 people lost their lives in these tragic accidents (12 aircrew and 61 passengers). The 1961 Aero Commander is the final air accident from the early airline period yet to be commemorated.

For more details contact Richard Waugh - rjw@ecw.org.nz

Diverted to Pukaki

While Mount Cook Airlines did, for a few years, operate an air service to Twizel, by 1988 it was a thing of the past. It did, however, divert flights into Pukaki when weather conditions at Mount Cook prevented them from landing there.

On the 16th of April 1988 two Mount Cook flights diverted in while I was there... Fokker Friendship ZK-DCB and Hawker Siddeley 748 ZK-MCF. Photos : S Lowe

 

A couple of weeks earlier Cessna 185 ZK-CVF was photographed at Pukaki. Some of the Mount Cook pilots lived at Twizel and commuted to Mount Cook. Photo taken on 2 April 1988. Photo : S Lowe

Bits and Bobs...

A rather lack lustre day for plane spotting today however a few interesting little bits and pieces...

Highlight of the day was Air Wanganui's Beech King Air ZK-MKG on air ambulance duties. Photo taken at Auckland on 4 October 2011 by S Lowe.

Sadly unused are two BAe Jetstream 32s registered to Vincent Aviation and now devoid of their Air National markings. I would have thought with the rugby World Cup they might have got a bit of use. Above ZK-ECI taken at Auckland on 4 October 2011 and below ZK-ECJ taken at Auckland on 26 September 2011. Photos : S Lowe.

 

On the 1st of April 2011 Air Discovery closed their Tauranga operation and moved all their commercial / air transport operations to Auckland. Since then I havebeen looking out for their Seneca ZK-FNB and I found it today at North Shore. Photo taken on 4 October 2011 by S Lowe.

Two sad end aircraft wrecks... Britten Norman Islander ZK-WNZ.and now my speculation I think this is ZK-LGC the Trislander which never flew... what do you think??? Photos taken at North Shore on 4 October 2011 by S Lowe

 

Flying Great Barrier Airlines' service from North Shore to Great Barrier Island today was Partenavia ZK-PLA. Photo taken on 4 October 2011 by S Lowe

On the Journey to the Heavens and Great Barrier Island - The Auckland Aero Club

The Auckland Aero Club was established in 1928 and took as its motto, "Per Iter Coeli", literally, on the journey to the heavens. The committee selected and leased a paddock on Mr McRae Peacock's farm at Mangere. In 1930 the Club bought the land for £7200. Today the paddock can be seen right in front of Air New Zealand's engineering hangar.

The club's operations started with De Havilland 60 Moths, but in May 1937 the club added a high performance five-seat Beech C17L Staggerwing ZK-AEU to establish a charter and air ambulance operation. The aircraft was impressed by the RNZAF during the Second World War as NZ573. It was restored to the Club after the war and reregistered as ZK-AJS. The charter operation  grew with the addition of De Havilland DH83 Fox Moth ZK-AQB (c/n FM.49) in November 1947 and De Havilland DH89 Dominie ZK-BAU "City of Auckland" (c/n 6654) in April 1952.

The Beech Staggerwing ZK-AEU, before being impressed into the RNZAF during the War and below as ZK-AJS after being returned to the Auckland Aero Club. (Photo : Auckland International Airport Opening Souvenir Programme, 22 January 1966)

In the mid-1950s the Auckland Aero Club started to modernise its fleet and replace its De Havilland DH82 Tiger Moths, the Fox Moth and the Dominie. In late 1954 the Club acquired its first "cabin class, all metal" Cessna 170B, ZK-BGE (c/n 170-26455) and this was followed by a second Cessna 170, ZK-BGK, "C B Smith" (c/n 170-26456), which arrived in September 1955. A month earlier, in August 1955, the Auckland Star reported that the Club had ordered two Piper Cubs which would “bring the club’s modern fleet up to four.” The report stated that the order would be financed by sale of the Club’s De Havilland DH83 Fox Moth, ZK-AQB and De Havilland DH89 Dominie, ZK-BAU.

The Auckland Aero Club's De Havilland DH89 Dominie ZK-BAU, "City of Auckland"



During this time the Strongman Shipping Company announced the sale of the MV Coromel leaving Great Barrier Island without a shipping service. The newly airborne NZ Tourist Air Travel was quick to express an interest in providing an air service to the Barrier, however, it was the Auckland Aero Club who were the first to operate an air service between Auckland’s Mangere airfield and Great Barrier Island’s Claris airfield with a twice-weekly service beginning in August 1955. While the Club had been operating charter flights to Great Barrier for many years this was the birth of the regular air service that the Aero Club was to operate to the Barrier for 29 years.

By early October the regular shipping service had been withdrawn and the island was experiencing food shortages. The Aero Club offered to make a food air lift to Great Barrier Island using their Fox Moth with freight being carried to the island for 3d a pound on the proviso that a return load of crayfish was assured. The club’s senior pilot, Mr A Anthony, announced that the Club can “provide a daily service with our Fox Moth, which can carry a quarter of a ton.”

The Fox Moth Freighter ZK-AQB. 

The Cessna 170s were used on the regular services to Great Barrier Island and Tokoroa (Kinleith) as well as being extensively used by the Navy and for general charter. Jim Bergman, deputy Chief Flying Instructor for Club in 1960s and who later founded Great Barrier Airlines, writing in the Aero Club's 75th anniversary book described the Cessna 170 as "a delight to handle airborne but definitely a difficult aircraft both on take off and landings. With a poor payload for a four-seat aircraft they were often over-loaded which definitely compounded the take off problems, especially on uneven grass airfields. The 170s undercarriage was very springy and the elevators over-sensitive."

The Auckland Aero Club's first Cessna 170, ZK-BGE. (Photo : Auckland International Airport Opening Souvenir Programme, 22 January 1966)

Competition to the Aero Club service arrived on the 24th of October when NZ Tourist Air Travel began a weekly non-scheduled service from Mechanics Bay to Whangaparapara with stops at Tryphena and Port Fitzroy as required. Tourist Air Travel’s fare of £5 was considerably more expensive than the Auckland Aero Club’s £3 fare, and this price differential was always a feature of the difference between the amphibious based service and land-based service. 



Auckland Star 31 July 1956

The Cessna 170 provided the mainstay of the Aero Club’s early service to the Barrier. A further two Cessna 170s were purchased, ZK-BLS, "H M Buchanan" (c/n 170-26993) and ZK-BJS, (c/n 170-26351), and later, a Cessna 180, ZK-BUF "Sid Langston" (c/n 180-32935). The Auckland Star, carrying a promotional article on the Club’s activities, reported that “The Cessnas ‘fly themselves’ once they are at the required height and on a steady course. The pilot just relaxes and, if he wishes, smokes.” While regular flights were made, the Great Barrier service tended to operate on an air taxi basis.

The Auckland Aero Club's Cessna 180, ZK-BUF.

In early 1961, with the development of Mangere as Auckland’s new airport, the Aero Club moved to Ardmore. In 1970 a “shed” was built at Claris as a shelter for waiting passengers. The Aero Club carried a lot of people for the Ministry of Works and Forest Service as well as the locals and holiday makers and at this stage it was using its Cessna 172s and the Cessna 336 Skymaster. By 1971 the Club was flying some 1500 passengers a year between Ardmore and the two Great Barrier Island airfields at Claris and Okiwi. Five years later the Club reported to the Great Barrier County Council that in the year to the 31st of March 1976 they had operated 1465 flights to the island carrying 3438 people to the island and 2440 people from the island.

One of the Club's early Cessna 172s, ZK-CEY, taken at Ardmore.

The Club's Cessna 336 ZK-CGF was purchased with the help of NZ Forest Products Ltd. While mainly used on the Tokoroa service it was also used to Great Barrier Island

Nobody loves me, (except maybe Forest Products). Anyway, they are the only ones who fly me. Sure, I look peculiar, but who wouldn't with two engines going in different directions? I can stiII carry 6 people, 14 suitcases, 3 cats, and 2 kitchen sinks (together with full fuel). Now, couldn't some or you fun flyers use me, especially considering I can do all this at 160 mph? All I've been doing is getting up early, going to Kinleith and home again. I haven't done a steep turn or a stall or any fun flying for years. I'm easy to fly, just like my little sister 172, and I've got lots and lots of knobs and dials, which impress my passengers no end. So how about pulling me out of the hangar; get one of the Instructors to show you which buttons to press, and we'll shoot off into the blue and blow all our cobwebs away. By the way I like sightseeing, at places like the Bay of Islands, and I especially like picnics at the Barrier after a trip round the Gulf. Source : Tailspinner December 1968/January 1969

In 1969 the Club established a separate limited liability company, Auckland Air Charter Ltd., which was wholly owned by the Club. The company was established to provide twin-engined charter services for executive transport and the Club purchased Cessna 310 ZK-CFG. Despite good initial utilisation the promised support of a large company did not eventuate and the company was defunct by 1972. (See http://3rdlevelnz.blogspot.com/2010/07/pre-history-of-akarana-air.html).

Passenger numbers increased on the Barrier run continued to increase and in 1975 the Club established New Zealand Air Charter as the commercial division of the Auckland Aero Club. Next week's post will feature on NZ Air Charter's Great Barrier Service... see http://3rdlevelnz.blogspot.com/2011/10/great-barrier-islands-professional-aero.html

For a post on the Auckland Aero Club's service to Tokoroa see http://3rdlevelnz.blogspot.com/2010/06/forestry-towns-businessliners.html


Other nice shots of the Club's Cessna 170s can be found at;

ZK-BGE - http://www.edcoatescollection.com/ac2/NZBA/ZK-BGE.html
ZK-BJS - http://www.edcoatescollection.com/ac2/NZBA/ZK-BJS.html
ZK-BLS - http://www.edcoatescollection.com/ac2/NZBA/ZK-BLS.html