Nelson aviation by Craigs Design & Print Ltd

The tory of

NELSON AVIATION TheS tory of NELSON AVIATION

Richard Waugh & Graeme McConnell

Copyrighted Material From this satellite photograph, taken from an altitude of 705km (438 miles), Nelson’s location near the geographical centre of New Zealand is obvious. Nelson’s relatively close proximity to the capital city of Wellington has always meant close transport links in that eastern direction. IMAGE FROM NASA/GSFC/EARTH SCIENCE DATA AND INFORMATION SYSTEM

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Introduction NELSON IS LOCATED geographically at the centre of New

Zealand, due west of Wellington and on the same latitude. It is the main urban hub for the top of the South Island. The region is nationally and internationally renowned for its consistently high sunshine hours, beautiful beaches, picturesque hills and mountains, three national parks and a forest park which all contribute to its appealing lifestyle. At the same time, Nelson is one of New Zealand’s most isolated regions. Nestled in a uniquely protective environment, the mountains to the east, west and south provide shelter from much of the adverse weather. Nelson was the first organised European settlement in the South Island and the country’s second city (1858). As early as the founding year of 1842, settlers were commenting on the fine weather and generally calm conditions, in contrast to nearby Wellington. The discovery of the harbour behind the boulder bank, or “Nelson Haven” as it was eloquently named, was pivotal in the decision to establish the early settlement where the city is located today. Due to its isolation and snug position between sea and hills, Nelson was for many years referred to as ‘Sleepy Hollow’ and was always dependent on maritime and road transport. When ‘The Cut’ was made in the Boulder Bank and opened in July 1906, a reliable and safe harbour entrance was created. ‘The Cut’ was a key event in Nelson history and enabled the port and whole region to progress.

“When the first N elson settlers aboard the barque Fifeshire, called in at the infant settlement of Wellington in January 1842, they spoke in rather derisive terms of the absence of flat ploughable land near the waterfront. ‘But look at our harbour’, was the retort of the early Wellingtonians. Few knew then of the wide extent of arable land beyond the close encirclement of hills, and subsequent years have proved that the harbour was well worth looking at – and owning. On the other hand, N elson soon found its tidal harbour of little avail in comparison, and throughout the years its limitations have been severely felt. A cut through the Boulder Bank gave direct access to the world’s markets in limited degree. But the inadequacy throughout the years has always contributed to Nelson’s comparative isolation. N ow however, with the advent of aviation, airports have come into importance, and the outstanding fact is that while natural conditions do not over-favour our seaport, they do favour us as an airport, and to a very marked degree. It is claimed by those with full experience that in no place are the natural conditions more favourable than Nelson, and that with completion of the first class runways now in course of construction, Nelson will possess an airport second to none. With every confidence Nelson can say to Wellington, ‘Yes, but look at our airport’” (Nelson Evening Mail 6 February 1937)

Union Airways Lockheed 10A Electra ZK-AFD Kuaka outside the Nelson Airport passenger depot. From late 1939 these Electras enabled Nelsonians to travel to Wellington in less than one hour, compared with a direct overnight passenger steamship service or a lengthy road trip and ferry service via Picton. WHITES AVIATION

Because of the surrounding hills and mountains, road transport always faced challenges. In July 1879 Harry and Tom Newman introduced a fortnightly mail and passenger coach service on the newly opened road from Foxhill to Murchison. Six years later, in April 1885, the first coach service began between Nelson and Blenheim on a new road over the Whangamoa and Rai Saddles. In January 1891 Newman Brothers took over the service to Marlborough. With maritime development and new road access established, Nelson’s isolation was somewhat reduced, but still considerable. Historically the region related more to Wellington than to Canterbury. By boat, Wellington is much closer than Lyttelton. Nelson’s economic, educational and recreational links therefore most often crossed Cook Strait, later reinforced by the failure of the isolated stretch of Nelson railway to be connected to the main South Island rail network. The orientation to Wellington was enhanced by the development of aviation in the 1920s, and was demonstrated by a bold initiative in the following decade to establish a Nelsonbased airline. Cook Strait Airways’ pioneering routes were not to Canterbury but to Wellington, Marlborough, and the West Coast. It was to be another two decades before the pioneer airline South Island Airways linked Nelson and Canterbury with a regular air service. In the published histories of Nelson the significance of the opening of the new airport at Tahunanui, in November 1938, is often understated, but should be recognised as a Nelson transport milestone of equal importance to the 1906 harbour entrance opening. Significantly both events were initiated by the Nelson Harbour Board. The modern airport created in the

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At Spring Grove on the late afternoon of 11 November 1921, at a paddock on William Arnold’s farm, not far from Tom Newman’s farm, the Avro 504K is prepared for an overnight stay. Standing on the lower wing Ted Ranish covers the cockpits after having secured the outer wing tiedowns. VIA JENNIFER LUCAS

BELOW: Soon

after the first ai craft landing in the Nelson region, during the early afternoon of 11 November 1921, Avro 504K E9429 is being lifted by the tail ready for repositioning for take-off to continue its historic journey. The site is at the corner of James Marsden’s front paddock near Main Road Stoke and Songer Street. Keen onlookers are gathered behind the paling fence to gaze at an aeroplane for the first time. In the background is the Methodist Church (1915). The Turf Hotel (at right) to which pilot ‘Shorty’ Fowler and passengers Tom Newman and ‘Ted’ Ranish adjourned for refreshments, was destroyed by fi e in February 1930. F.N. JONES COLLECTION, NELSON

PROVINCIAL MUSEUM

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Aerial Awakenings “I would not cross the strait today in it [the Avro] for a gold clock or a thousand pounds.” Pilot ‘Shorty’ Fowler’s comment, 36 years later, when he unveiled the plaque at Stoke in 1957 marking the site of the first landing of an aeroplane in Nelson

HE STORY OF AVIATION in the Nelson region goes back as far as the late 19th century when an entrepreneurial young lady and a hot-air balloon attracted significant public attention with some daring aerial activities. During the first decade of the 20th century further innovative aeronautical ideas were promoted locally but it was not until 1921 that an aircraft appeared in Nelson skies for the first time, later than in many other parts of New Zealand. Those early pioneering balloon flight attempts awakened a local interest in aviation and things aeronautical. Among the passengers aboard the coastal steamer SS Grafton arriving at Nelson from Picton in the early morning of Saturday 7 July 1894 was an attractive young American lady going by the name of Miss Leila Adair (her real name was probably Lena Horaker or Hawker), and Nelsonians were soon to have the opportunity of seeing the first known aerial activity

in the area. This woman, in her early 20s, was reported as ‘A Lady Aeronaut’ and was accompanied by her manager and brother, Arthur B. Adair. They had arrived at Auckland from Sydney aboard the Alameda on 26 January 1894, following a ballooning tour of Australia, and since then had toured their way south through 12 North Island towns and cities with Nelson being their second port of call in the South Island. Billed as ‘The Aerial Queen’, Miss Adair’s act was one of danger and daring. Her intention was to ascend skywards by means of a ‘New Mammoth Balloon’ while seated on a trapeze bar hanging beneath. Then, when sufficient altitude had been gained she would jump from the trapeze and descend by parachute. The large hot-air balloon, the third used during her New Zealand tour, was made in Wellington, (the previous two having been destroyed by fire while being inflated). It was made of 2400 yards of single-width calico sewn into a globe measuring 160 feet in circumference and 84 feet high from the trapeze bar to the top of the balloon. Their travels around the North Island, and at Blenheim a few days earlier, had not been very successful with no truly independent parachute descents having been made – would their time in Nelson prove to be more successful? Nelsonians didn’t have long to wait for an answer, with the first local ‘act’ advertised for the afternoon of Saturday 14 July at Trafalgar Park. In typical sunny mid-winter weather a large crowd gathered at the park in Lower Trafalgar Street and also on nearby hills to witness the spectacle. Unfortunately the performance turned into ‘a terrible fiasco’, with the balloon being prematurely released before Adair was seated on the trapeze. The liberated balloon rose to about 500 feet, overturned, and trailing a cloud of dirty smoke collapsed back to the ground close to the Maitai River on the east side of Trafalgar Street.1 A planned ascent on the Monday, again from Trafalgar Park, with no charge for admission in order ‘to keep faith with the people’, was cancelled because of rain.2 In a letter published in The Colonist later in the week her manager brother explained the failed attempt by saying that “… The cutaway block which connects the parachute with the balloon is patented for the parachute profession, and the spring is so constructed that a pressure of between 23 and 25 pounds will disconnect the balloon. In the excitement of the moment of ascension someone who was holding the balloon down, probably without noticing it, pressed his foot on the spring and released the parachute, consequently the balloon soared away by itself …” To quell rumours circulating around the city that

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AERIAL AWAKENINGS

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In March 1931 renowned long-distance flyer Oscar Ga den visited Nelson in Gipsy Moth G-AASA and is at Tahunanui Beach taking a break between joyride flights VIA MARGARETA GEE

support to the fledgling aero clubs that were being formed throughout New Zealand. The Government would provide training aircraft as well as financial incentives for trainee pilots to learn to fl , and in return have pilots available for any wartime need. Part of the financial support was by way of regular Art Union lotteries with the aero clubs being the beneficiaries of the proceeds. The Marlborough Aero Club was formed in July 1928, one of the first in New Zealand, and took over a hangar at Omaka, constructed in mid-1921, for use by visiting aircraft. Aviation interest was strong in Blenheim due to its position close to the North Island and because of the relative isolation of the province. The club was one of the first to receive its own aircraft, ZK-AAA, a de Havilland DH60 Gipsy Moth in March 1929, and the Omaka Aerodrome soon established itself as an important stopping place for aircraft heading north or south. Between June 1931 and June 1932 Blenheim had 425 aircraft visits, an average of over eight a week. The club was also kept busy with flight training and charter flights, mainly across Cook Strait At the same time there occurred the pre-eminent aviation event of the late 1920s; the first successful aerial crossing of the Tasman Sea. The arrival of the tri-engine Fokker F.VIIb/3m VH-USU Southern Cross, flown by Charles (later Sir Charles) Kingsford Smith and Charles Ulm, at Wigram on 11 September 1928 after a direct flight from Australia was a monumental news event. The success of this pioneering flight, after the tragic loss of Hood and Moncrieff only eight months earlier, was celebrated throughout New Zealand and Australia. Subsequent visits of the Southern Cross and joyriding flights in the famous aircraft gave renewed energy to the rebirth of New Zealand civil aviation. Interest was stirred in the commercial viability of larger passenger aircraft and the potential for carrying freight and mail. Just ten days later, on 21 September, a meeting of representative local citizens discussed the suitability of Nelson as a flying centre, no doubt encouraged by the recent successful trans-Tasman flight. Among those at the meeting were Nelson photographer and ex-wartime pilot Reg Kingsford and James Cruse, ex-CAC ground engineer at Wigram, who visited Nelson in 1921 with Nelson Hawker. They both agreed that Nelson was particularly well suited for the purpose of an airport for both landplanes and water-based aircraft. The meeting decided to invite Kingsford Smith and his companions to visit Nelson and

The engine of DH60G Gipsy Moth ZK-AAL of the Auckland Aero Club is running ready for a flight f om Tahunanui Beach about 1930. A ground assistant is strapping in the front seat passenger soon to be airborne over the city and Tasman Bay. Such flying f om beaches was common in the 1920s and 1930s, prior to any Nelson Airfield being established. KINGSFORD COLLECTION, 167356/6 NELSON PROVINCIAL MUSEUM

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ABOVE: Hamilton Airways Gipsy Moth ZK-AAS on a farm paddock in Golden Bay attracting much local interest and ready for the next joyride flight. AUSTIN TRENT COLLECTION VIA LES CLARKE

report on local conditions. Failing a personal visit from the famous aviator, he would be asked to circle over Nelson on his way back to Australia.4 Even though Reg Kingsford travelled to Blenheim at the end of the month and spoke with Kingsford Smith and Ulm about Nelson’s aviation potential, the invitation was not taken up, but the Southern Cross did visit Nelson in early 1934.5 A few weeks later on 1 November 1928 there was a further initiative to promote aviation in Nelson when an enthusiastic meeting was held in the Nelson City Council Chambers, chaired by the Mayor Walter J. Moffatt. More than 40 people attended to hear the two conveners Reg Kingsford and Alf Robinson explain a proposal to establish an aerodrome and a ‘Light Aeroplane Club’. Robinson stated “That in view of flying possibilities aerodromes would spring up in all parts of the dominion. The question was, would Nelson lag behind? As to the aerial transport, Nelson would be brought within 35 minutes of Blenheim and 75 minutes of Wellington. Nelson had exceptional advantages for the establishment of an aerodrome. There was an ideal place at Tahuna … which with a little levelling would be made a first-class landing place, both for aeroplanes and seaplanes.”6 He then read a letter from local MP Harry Atmore which stated the conditions upon which the Government would assist in the establishment of an aerodrome. Robinson’s closing remark was that he was certain it would be a very good thing for Nelson. Kingsford spoke from the point of view of what a club had to do and what the Government would do. He said the Government was very keen about the establishment of such clubs, which would provide pilots in case of necessity. A club had to have at least 30 active members before the Government would consider the loan of an aircraft. He emphasised that the upkeep of an aerodrome – which a club would have to be responsible for – would be a heavy [financial] item and he did not know if Tahuna would be an ideal spot - in view of the possibilities of accidents no risks should be taken. He explained the various costs involved in learning to fly and used the costs to Blenheim club members as an example. Other details were discussed including the appointment of an instructor and a ground engineer. Mr F. Banham, a war-time pilot, indicated that he would apply for the position of instructor. Kingsford went on to say, “That within 10 or 20 years there would be numerous privately owned aeroplanes, and if a landing place was formed at Nelson it would mean bringing visitors to the place. A workshop and hangar would have to be provided. Captain Chandler of Blenheim had offered to come to Nelson, if a club was formed, and give a demonstration.”7 After further discussion Colonel Hume said; “There was

ABOVE LEFT: ‘Mac’

McGregor and his Hamilton Airways Gipsy Moth ZK-AAS did joyriding in Golden Bay during February 1930. Each passenger received a souvenir ticket, like this for the Misses Hickmott on 21 February at Collingwood. VIA MAVIS RILEY

nothing definite from the Government as to Nelson being suitable for an airport … [but] he did not think there was a more suitable place in New Zealand. We have the climatic conditions, the geographical conditions and the conditions from a strategical point of view” He went on to suggest that the first thing to do, even before forming a club, was to provide a ground for visiting airmen. Once this was done he thought a club would come very easily. Kingsford stated that the Blenheim Borough Council had provided an area of 260 acres free of charge to the [Marlborough] Aero Club. Mayor Moffatt’s response of, “That looks as if there was an obligation on the Harbour Board and the City Council to do something of the same sort”, brought applause from the meeting. Henry Duncan agreed that the first thing to do was to get an expert report on the most suitable place for an aerodrome and that Nelson would benefit considerably if an aerodrome was established 8 A provisional committee of A.R.Kingsford, (chairman), J. Coote, (secretary), F. Banham, N. Nalder, H.R. Duncan, A. Robinson, Colonel Hume and W.J. Moffatt was set up to obtain further information as to the possibilities of Nelson as an airport. The next day a letter was sent to the Minister of Defence asking for an expert in aviation to come to Nelson and confer with the local committee as to the most suitable site. The meeting was asked how many of those present were prepared to join a club. A good number positively responded and they were; A.R. Kingsford, F. Banham, A. Boyd, D.W. Hill, H.E. Slowey, P. Rodley, H. Hopkins, W.R. Heslop, S.W. Field, J.P. McIlwraith, C.V. Swafford, H.G. Walker, C.T. Nalder, N.M. McLaren, A.J. Oakley, M.J. Fenemor, T.N. Kenning, F.F. Hall, C.G. Hall, G. Campbell, A. Harley and J. Newman. They all indicated they would be active members. Those indicating an honorary membership were; C.H. Marsh, E.C. Porter, E.A. Bradshaw, J.C. Coote, A. Gould, W.J. Moffatt, H.R. Duncan, T. Newman, A. Robinson, E.H. Thomson, J.N Biddle, W. Anderson-Smith, G. Anderson-Smith, R. Sharland, E.D. Barry, W. Black and F.C. Rawson.9 Hard on the heels of the above meeting came a report the next day that Joseph Taylor, who had been promoting his ‘Combination Airship’ since 1912, had the support of local Nelson MP Harry Atmore in his persistent efforts to convince the Government to take serious notice of his aviation ideas.

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AERO CLUB INFLUENCE

Copyrighted Material A rare pre-war colour photograph of DH89 Rapide ZK-AEC Mercury at Greymouth in 1937 after Cook Strait Airways inaugurated the West Coast scheduled services. The colours of black, silver and pale blue were influenced by the colours of the Anchor Shipping & Foundry Co, the major shareholder in the airline. D.D. KELLY COLLECTION VIA MIKE KELLY

scheduled flights with 854 trips. The airline led in the number of passengers carried compared to other early airlines, with 2945. This was nearly double the 1521 passengers carried by Union Airways and over ten times as many as the 285 carried by Air Travel (NZ) Ltd.21 Later in the year Ernie Thomson announced that while passenger traffic had exceeded all expectations, heavy unforeseen expenditure had been incurred by the need for wireless radio (anticipated to be a Government expense), and the requirement for extra engineering staff with

four ground engineers and two assistants employed. Five pilots were now employed: George Bolt, Arthur Orchard, Ron Kirkup, David Dustin and G.G. ‘Jim’ Stead. To meet increasing passenger demand and proposed route extensions another Rapide was ordered which left England aboard the Durham on 19 December 1936. Weather conditions at Wellington could be especially demanding. In January 1937, it was reported that one of the Rapides was caught in a down-draught and the tip of one wing

Between flights, Cook Strait Airways app entices Maitland Roper and Gerald Batchelor refuel ZK-AED Venus in 1938 at the Stoke Airfield. Note the Vacuum Oil Co. ‘STANAVO’ portable aviation gasoline refuelling tanker. A.R. KINGSFORD COLLECTION, NELSON PROVINCIAL MUSEUM

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One of only two complete surviving pre-war airliners in N ew Zealand1, DH89A Rapide (constructor’s number 6423) was assembled at N elson and is the only survivor from Cook Strait Airways pre-war fleet of five Rapide Built in 1938 at de Havilland’s Hatfield works in England, it was issued with a certificate of airworthiness on 19 September and shipped to New Zealand in a large packing case as deck cargo on the New Zealand Shipping Company’s Rangitata, arriving in Wellington on 16 November. The following day it was loaded on the Arahura and taken to Nelson. While assembly began at the new airport at Tahunanui, the fuselage was left outside wingless for the first night because the hangar was full of cases and other gear for the engineering move. A storm blew up and sand and grit from the new airfield invaded much of the aircraft. The Rapide was then towed by truck to the old Stoke Airfield for dismantling and cleaning, before final assembly and flight testing there on 30 Novemb . The aircraft was registered ZK-AGT and named Neptune as the fifth Rapide for Cook Strait Airways’ fleet. It was one of the first aircraft to use the new Nelson Airport at Tahunanui. As well as flying Cook Strait routes, it was put into service on the West Coast and was one of two Rapides to fly inaugural airline services to the new aerodrome at Westport’s Carters Beach on 15 March 1939. With the outbreak of World War II, all Cook Strait Airways’ Rapides were requisitioned for RN ZAF service and ZK-AGT became N Z558. It was used as both a flying classroom and VIP Communications aircraft with N o.42 Squadron. With the pressure of war easing and the arrival of newer DH89B Dominies for air force use, N Z558 was released for civil use and sold to Hokitika based Air Travel (NZ) Ltd. Painted silver and orange, it was registered ZK-AHS on 30 November 1944, and served as the flagship of the Air Travel fleet. It was mainly used on the NelsonWest Coast scheduled service. Air Travel (NZ) Ltd was absorbed into New Zealand National Airways Corporation (NAC) from 1 October 1947. The Rapide was

During a rare Cook Strait Airways charter to Franz Josef Airfield in South Westland in 1939, Nelson passengers are ready to board ZK-AGT Neptune. Passengers included Mr & Mrs Howard Hopkins (at left), Mr Bone (at right) and in the centre Mr B.B. Jones (in long overcoat) and Ron Trathen (in dark suit). The aircraft, later registered as ZK-AHS, was to have long post-war associations with South Westland. M.C. LYSONS VIA JOY PHILLIPS

painted in red and silver livery and named Mokai. Initially used on the Nelson-West Coast service, it was also deployed to other NAC routes around New Zealand. In late 1956 NAC sold its South Westland operations to the newly formed West Coast Airways, a subsidiary of Queenstown-based Southern Scenic Air Services. Included in the deal were DH89A Rapide ZK-AHS and DH89B Dominie ZK-AKT. The DH89s flew the South Westland scheduled services, and by the mid-1960s ZK-AHS was one of the most extensively flown DH89 aircraft in the world. It was probably the last pre-war example to fly scheduled services and operated a versatile range of other charter flying, including airmail delivery, whitebait freighting, supply-dropping, air-ambulance and photography work. With the opening of the new Haast highway in November 1965, the historic South Westland air service closed with ZK-AHS making the final flights in March 1967. It was then based at Queenstown, retired from regular service in 1972 and eventually presented to Auckland’s Museum of Transport and Technology. Its final flight was to Auckland on 5 June 1974. It is a prominent exhibit in the museum’s large aviation display hall at Western Springs. One of N ew Zealand’s most historic airliners, it is the sole survivor of the pioneering pre-war flights for Cook Strait Airways, and of several other well-known South Island airlines. (RJW) 1: The other being DH83 Fox Moth ZK-ADI/ASP which inaugurated scheduled services for Air Travel (NZ) Ltd on 18 December 1934

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A I R L I N E U N D E R W AY

Copyrighted Material JOHN SMITH’S COLLECTION OF WARTIME AIRCRAFT Near Mapua, west of Nelson and on the way to Motueka, is a unique and mainly unrestored collection of World War II aircraft and various components owned by John Smith. This private collection, amassed since the late 1950s, is largely unknown and has not been open to the public. At the time of writing the collection consisted of de Havilland DH98 Mosquito FB.VI (ex N Z2336 and TE910); de Havilland DH82A Tiger Moth ZK-BQB (ex N Z1467) c/n DHN Z147; various de Havilland DH100 Vampire airframes; Curtiss P-40N-20-CU (ex NZ3220 and 43-22962), c/n 30901; Curtiss P-40E-1-CU (ex NZ3043, 41-36410 and EV156), c/n 20203; N orth American Harvard 3 (ex NZ1068/INST172, 41-33880 and EX907), c/n 88-14674; and North American P-51D-25-N T Mustang (ex N Z2423 and 45-11513), c/n 124-48266. John Smith was a cabinet maker by trade, and while still a young apprentice in 1955 he and his father successfully tendered for a surplus de Havilland Mosquito stored at Woodbourne. The Air Force insisted the aircraft, and all other surplus Mosquitos, be quickly removed otherwise they would be cut up and burnt. The Smith’s sawed off the wings outboard of the engines, and with other parts, the low-hour wartime bomber, NZ2336, was trailered back to their rural property near Mapua. N Z2336 had served with the RAF before coming to N ew Zealand in April 1947. It had been used by N o.75 Squadron at Ohakea until May 1952 when it went into storage at Woodbourne prior to No.75 Squadron re-equipping with Vampires. The RNZAF had already taken out many items including the radio, guns and bombsight before its sale as scrap. John subsequently spent time

acquiring original cockpit items and other parts, reinstalling them to make the Mosquito complete and authentic. Many years ago he had one of the Mosquito’s engines running, but with 12 gallons of fuel used every 15 minutes, it was an expensive exercise. Over time the collection grew as John purchased a range of war surplus aircraft parts and equipment that many at the time considered only junk. This included a genuine bomb sight and radio for the Mosquito. In the late 1960s two Curtiss P-40s were obtained soon after they had been shifted, along with others, from the back of Hamilton Airport about where the terminal is today, to Asplin’s Garage at Rukuhia. One P-40 still had its wings attached, NZ3220 Gloria Lyons, which John purchased, along with many P-40 parts and brought home to add to his collection. The aircraft and parts were loaded on a trailer and towed behind John’s blue low-light Morris Minor all the way back to Nelson. John was always on the look-out for wartime aircraft and parts that needed a good home. So over the years the Smith collection grew with de Havilland Vampires collected from the Woodbourne area, a Mustang, an airworthy Tiger Moth, a Baffin front fuselage/engine mount section, and a Hudson from the Russ farm at Appleby. The Hudson III NZ2049 (ex 4136976 and FH175) c/n 6465, was gifted to Bill Reid in 2007 and transported to Eighty-Eight Valley in 2011. This aircraft is of historic importance as the first N ew Zealand air force aircraft to engage a Japanese fighter in the Pacific during World War II. While being flown by Flying Officer George Gudsell it was attacked by three Zeros off the coast of Guadalcanal and despite having its turret shot out of action, managed to evade the enemy and return to base. Bill Reid is assessing its suitability as a restoration project to airworthy status. As a dedicated aircraft preserver John Smith greatly valued the significance of World War II aircraft and what they had achieved for peace and freedom. He rescued historic military aircraft that would otherwise have been scraped and is to be applauded for his commitment to the collection and preservation of these important aircraft. (RJW)

ABOVE: John Smith’s Mosquito NZ2336 at his Mapua property with temporary weather protection in the early 1960s. JACK DELANEY LEFT: At Mapua in 1987, surrounded by aircraft parts, John Smith (at right) talks with Janic Geelen holding daughter Jacqueline, in front of Lockheed Hudson NZ2049. In the foreground are Kittyhawk wings (left) and Vampire parts (right). KATH GEELEN

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A Technical Training School instructor, standing on the wing of Harvard NZ903, prepares to demonstrate how a parachute is deployed. In the background is a cordoned off area housing the captured Messerschmitt Bf109E-4. RNZAF OFFICIAL

A Board of Inquiry later found the accident happened because the Dragon had flown into rough air conditions and got into an uncontrolled attitude from which it could not recover. The report said this situation arose because the aircraft was flown at low altitude over rough country. The situation could have been avoided if the aircraft had maintained more altitude consistent with keeping below the cloud base while crossing the saddle. The crash served as a timely warning to all commercial operators of the dangers of air turbulence when flying low over New Zealandâ&#x20AC;&#x2122;s rugged terrain. At the same time as the Dragon crash, the Air Training Corps (ATC) Flight of three Tiger Moths was in Nelson for four days to give air experience to new cadet members of the local No.23 (Nelson) ATC Squadron. There was much interest in the ATC at Nelson, stimulated by the local Air Force presence and the wartime conditions. A new development at RNZAF Station Nelson occurred when the Preliminary Technical Training School, with about 250 trainees, transferred from Rongotai. They all arrived at Nelson on 16 September 1944, and the school was immediately renamed the Elementary Basic School. Its task was to train 250 airmen every 10 weeks, with an

During the open day, RNZAF fi emen demonstrate extinguishing an aircraft fi e, using a dummy Hurricane. RNZAF Station Nelson had four dummy Hurricanes situated near No.2 hangar, alongside the Jenkins Creek boundary. (RNZAF Official Messerschmitt Bf109E-4 Brown 5, W.Nr 1653, brought to New Zealand in 1942 for patriotic and war bond purposes, and an example of modern enemy aircraft technology, is keenly examined by college boys in its special area. The Messerschmitt had been damaged in an encounter with RAF fighters on 27 November 1940 and fo ce landed near Horton Park, close to RAF Hawkinge. (RNZAF Official

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Senior Fire Officer Murray Hart with two fire trucks, a 1988 Isuzu (at left) and a 1979 Mack-Striker at Nelson Airport. NELSON MAIL

N elson Evening Mail reported on a June 1966 visit to N elson Airport, “In the fire section crash fireman Harold Jenkins was noting the checks he had just completed on the two tenders, ‘When there is flying we are always on duty,’ he said. ‘Ours is the sort of service we hope will never be called upon. In fact, you could perhaps say that we are saving life by not going out.’ The three-man crew is supplemented by more than a dozen auxiliaries, mostly members of the airport staff who normally go about other work. Exercises from time to time keep them on their toes.”1 In early 1969 the airport fire service came under the control of the newly created Ministry of Transport which amalgamated the Departments of Civil Aviation and Transport. However the change had little immediate effect on the Nelson Airport Fire Service, except that the practice of drawing auxiliary fire volunteers from available airport ground staff was soon discontinued. In the 1970s there was experimentation with Zodiac rescue boats but by 1976 the boats had been withdrawn along with two dedicated employees. The new Nelson Airport Fire Service station was opened in 1976, soon after the new terminal building was opened. In March 1977 a new Mack V8 fire truck was delivered to Nelson. The $100,000 vehicle weighed 20 tonnes and carried 1600 gallons of water and 200 gallons of foam. The fire truck was the largest and most sophisticated to be based at N elson. A lengthy industrial dispute began in relation to the Mack fire truck because the fire service considered two men were required to operate it and its equipment. On the other hand the State Services Commission, on behalf of Civil Aviation, insisted that one operator was sufficient. The dispute dragged on for months and some flights were disrupted due to industrial action.

The dispute about crash-firemen manning levels was finally resolved in August 1978 when an arbiter from Australia found that two fulltime firemen had to be on duty. However such a ruling was not to ultimately succeed. In April 1987 the operational side of the Civil Aviation Division of the Ministry of Transport passed to the newly formed Airways Corporation. This development led to a period of uncertainty about the continuing shape of airport fire services and especially manning levels and involved some industrial action. Airways Corporation decided to withdraw from publicly funded airport fire service operations and the staff was made redundant. From April 1988 airport authorities took over responsibility for the provision of all airport fire services. The Nelson Regional Airport Authority had earlier in December 1987 decided to adopt the minimum standards for fire facilities, set by the Civil Aviation Division. At that time Nelson had seven fulltime fire-fighter with two or three on duty at any one time. In March 1988 the authority confirmed the letting of a contract to a private Rotorua company, Mills-Tui Fire Apparatus, a subsidiary of Chubb (NZ) Ltd and a decision was made by that company to appoint three fire fighters at N elson Airport, each working an eight hour shift. Ted Powrie, Murray Hart and Stephen Johnson were former firemen who had worked at Nelson Airport Mills-Tui Fire Apparatus delivered a new $200,000 Isuzu fourwheel-drive fire truck to Nelson Airport in June 1988. It was set up for one man operation from the driver’s seat and featured a non-aspirated Feecon foam monitor capable of delivering 1800 litres of water per minute via a Darley 500 US gallon per minute pump. The truck had a 2500 litre capacity for water and 300 litres of AFFF foam 6% concentrate, which was inducted with water when required. The Isuzu was well suited to Nelson, and 25 years on is still in daily service at the airport. In May 1992 Mills Tui withdrew from the contract and Hart, Powrie and Johnson set up N elson Airport Fire Service Ltd and entered into a renewable three-year contract with the airport authority. The contract provided one fulltime fireman on duty for all flights. When Powrie retired in 2002, after 28 years’ service at Nelson, his shares were bought out by the others. Nigel Lammas was employed as an additional fireman. The airport fire service team attend to a wide range of tasks including identifying potential risks. There is a twice daily inspection of lights and also of the runway and taxiways to ensure there are no foreign objects that could cause damage to aircraft. Controlling bird numbers is another necessary task. Minor incidents attended to have included fuel spills, engine and wheel brake fires, fuel and oil leaks, smoke in cabins, burst tyres and the occasional stray dog. In 2006 an additional Mack-Striker fire truck was purchased from Christchurch to provide backup when the main Isuzu fire tender requires maintenance and for when two fire trucks are needed. It was later bought by Nelson Airport Ltd as a safeguard for any transition issues related to the airport fire service contract. (RJW) 1: Nelson Evening Mail 11 June 1966

Nelson’s Rescue Fire Service crew in August 1987. From left: Ian Gridley, Murray Hart, Ted Powrie, Steve Johnson, Doug Whittaker, Ken Mahon and Mike Fouhy. NELSON EVENING MAIL

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Copyrighted Material At Rongotai, Wellington, in the mid1950s NAC’s de Havilland Heron ZKBBM Matapouri is soon to depart on a flight to Nelson. NEVILLE DRAKE

Heron ZK-BBM Matapouri landing at Nelson where NAC established its Heron maintenance base.CLIVE COLLIER

Notified in the Mercantile Gazette of October 1950 was the formation of a new Cook Strait Airways Ltd. With a nominal capital of £500 the subscribers were many of the original shareholders: J. Newman (10), E.H. Thomson (10), H.R. Duncan (10), J.P.S Jamieson (10), Newman Bros Ltd (150), H.C. Cock (10), A.P. Dyson (10), The Anchor Shipping & Foundry Co. Ltd (150), and J.H. Cock & Co. Ltd (140). The company was a new initiative by these prominent Nelson businessmen and companies demonstrating they were serious about negotiations to again operate a privately owned airline. The stated objectives focussed on their geographical area of interest, “To provide and maintain air transport services for passengers, goods, and mails in provincial districts of Nelson, Wellington, Marlborough, and Westland, or elsewhere, within or without New Zealand.”19 Three months later, sharp eyed readers of the Gazette would have been somewhat surprised

to read of the voluntary liquidation of Cook Strait Airways Ltd. “Notice is hereby given that an extraordinary general meeting of shareholders of the above-named company will be held at the offices of NZNAC, Aotea Quay, Wellington, on 8 February 1951. Business to consider included the liquidator’s account of the winding up and give direction to disposal of the books and papers of the company.” However, this liquidation was of the original 1930s company, compulsorily taken over by the new National Airways Corporation.20 From 1947 a rail-air freight service had operated to Nelson. However, on 5 May 1951 the service was terminated when the Nelson Harbour Board, the controlling authority of the airport, refused to allow the service to use the airport until realistic fees were paid, determined as one farthing per pound. The Minister in charge of Civil Aviation refused to give approval for the charge but the harbour board persisted with a ban on

At the March 1955 Royal New Zealand Aero Club national pageant at Nelson Airport, postponed a week due to bad weather, some of the aircraft on display are; NAC DC-3 ZKBEU, de Havilland Vampire NZ5772, an unidentified RNZAF Bristol F eighter and a RNZAF de Havilland Devon. FRED STADE

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Operated by Nelson Aero Club, Nelson Aviation College’s first commercial pilots course gathers at Nelson Airport in April 1971. From left; Justin Rowley, Brian George, Peter Turnbull, Warren Hamilton, Russell Marrett, Robert Anderson and ‘Mac’, an unidentified Australian. NELSON AERO CLUB

The Nelson Aviation College is a prominent New Zealand aviation training institution based in Motueka. The college was founded by Walter ‘Wal’ Wagtendonk in 1978, with the first Commercial Pilot’s Licence course of 18 students commencing on 20 September 1978. Two Cessna 150s ZK-CXE and ZK-DN Y and then Cessna 152 ZK-EJX were leased from Robert Inglis. Assistants to Wagtendonk were John Parker and Stewart Holland and then Peter Ball for a five year period. Other early staff included Andy Smith and Chris Black.

Quickly earning a sound reputation for flight training and with increasing student numbers, a full range of professional flight training programmes was offered. Wagtendonk promoted the college in Asia where their economies were growing and by the early 1980s international students were being trained at Motueka. The Civil Aviation Division of the Ministry of Transport confirmed the quality of the teaching programmes by granting the college Approved Status. This approval meant the college could reduce the hours required for flight training by up to 25% for fixed wing students and soon after for up to 17% for helicopter students. The college entered into helicopter training in the early 1980s because there were no other institutions that catered for this. With a lack of readily available textbooks for the helicopter subjects Wagtendonk and Ball worked to grasp the essentials and developed their own lecture notes. Helicopter flight training was carried out initially by an A-cat instructor from Te Anau, Rod Hall-Jones, who would arrange for two Hughes 300s to relocate to Motueka when a group of students were ready to start practical training. This arrangement lasted for about two years and then local instructors Andrew Gillatt and Ross Troughton leased a Robinson R22 helicopter ZK-HVC to continue the training. From the late 1980s, N elson Aviation College was approved to conduct integrated courses which combined the theory and flight training facets throughout a 12 month full-time course. The regulations included the integration of flight training in IFR (Instrument Flight Rules as distinct from VFR relying on visual flight). An arrangement was made between the college and the Canterbury Aero Club whereby the theory courses and the first 100 hours of flight training was done at Motueka and the remaining 100 hours of advanced flight training in Canterbury. The combined activity of non-integrated courses led to further expansion of the college.

The distinctly shaped training facility of Nelson Aviation College at Motueka Aerodrome in November 2005. In the background are various hangars and buildings including the Motueka Aero Club. VIA GILES WITNEY

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In 1990 there were some challenges for the college to gain approval for suitable low flying areas.1 The necessary permissions were granted and the helicopter training courses moved to Nelson in1991, soon after Wagtendonk had sold the college to Andy and Sue Smith. Smith had this is F83A trained with Wagtendonk from the student pilot stage to the instructor stage and set out on an expansion programme for the college. In 1993 the college began training pilots under contract to Japan Broad Company Limited with courses commencing every March, June and October. In the same year the college gained New Zealand Qualifications Authority approval to award the Diploma of Aviation. A new college facility was opened in 1998 at Motueka Airport. The cruciform shaped building housed classrooms, offices and accommodation for students, with most overseas students residing at the airport before later moving to private accommodation in Motueka. Work began at this time on the computerisation of teaching resources. In February 2001 a joint venture diploma programme was launched in conjunction with the N elson Marlborough Institute of Technology. Andy Smith and Penny Mackay organised the flying documentation and the Institute the non-flying parts of the programme Mackay became General Manager in 2002 and at the same time the college developed an association with pilot training for students from Oman. The college was among the first in New Zealand to be certified under Civil Aviation Rule Part 141 on 15 December 1999. In 2004 Mackay and Katrina Witney bought the college from the Smiths in a 70/30 shareholding. Mackay was a Category A fixed wing flying instructor, gliding instructor and teacher, who held a Master’s degree (honours) in educational psychology. She became the Chief Executive Officer and Chief Flying Instructor, while Witney became an A Category instructor, Quality and Finance Manager for the college. Witney also served as Chief Flying Instructor for the Motueka Aero Club for several years. Thirty-two international students attended the N elson Aviation College in 2009 of which the largest single group was from Oman. Many students also came from Japan. Over the years pilot trainees at the college came from 24 different countries. At that time the enrolment was about 90 students for the certification courses with 21 fulltime sta f. At the end of 2010 Air N ew Zealand asked interested schools to forward proposals to be considered as an Air New Zealand Flight Training Organisation (FTO) Partner. Prior to selling her majority share in the college on 31 December 2010 Mackay spent her last months working with the Witneys, and with Jeremy Anderson, who became Chief Flying Instructor, to submit the necessary proposal information. On 20 April 2011 N elson Aviation College was confirmed as one of five selected training partners for Air New Zealand’s new First Officer programme run through its own Aviation Institute.2 N ew owners of N elson Aviation College, Giles and Katrina Witney, continued to develop the college especially since the advent of the Air New Zealand partnership. Its fleet of training aircraft was upgraded to a mix of both refurbished Cessna 152s and New Generation Cessna 172s and in 2013, a new Piper Seminole ZK-NAH. The college’s accommodation was also upgraded. In 2011 the Instrument Flying Department was moved to N elson Airport. It was reported at this time that the college had 65 students, with about 75% being New Zealanders. 23 staff were employed.3

Nelson Aviation College students under instruction at Motueka with Cessna 172R ZK-NAD. From left, Amanda Meates (Instructor), Melissa ‘Mel’ Laird, Stacey Cunningham, Tobias ‘Toby’ Reid and Jayden Mossman. NELSON AVIATION COLLEGE WINGS MARCH 1972

According to Aviation Services Ltd the college, in the 12 month period from 1 August 2010 to 31 July 2011, achieved the highest pass marks in both CPL examinations and flight tests of all New Zealand flying schools 4 The college discontinued offering Diploma courses through the N elson Marlborough Institute of Technology (N MIT) on 31 December 2012 after a 12 year “Aviation Network” partnership. Nelson Aviation College now delivers the New Zealand Diploma in Aviation for both fixed-wing and helicopter flight training with direct student loan funding from the Tertiary Education Commission. Mark Woodhouse of Waypoints Aviation Ltd has had a close relationship with Nelson Aviation College since 2008 and assisted in establishing the college’s ATPL theory course in 2011. In 2013 the college was one of only three flight schools in New Zealand teaching ATPL theory using traditional classroom delivery techniques. In 2012 the first sitting pass rate for all students across all seven subjects was 91%.5 Nelson Aviation College is an important aviation institution in the Nelson region with its fixed wing and helicopter training to commercial pilot level, audited and accredited by the N ew Zealand Qualifications Authority and the Air N ew Zealand Aviation Institute. N elson Aviation College assists with the successful running of the Motueka Aero Club and from April 2013 entered into an arrangement with the Nelson Aero Club to undertake its flying training The small town environment, excellent weather and spectacular scenery over Tasman Bay and Abel Tasman National Park all contribute to the college’s popularity. In 2011 it was estimated the college was annually contributing about $1.7m to the local economy.6 (RJW)7 1: Nelson Evening Mail 18 December 1990 2: N elson Mail 5 May 2011. The college was selected after rigorous assessment and joined Air Hawke’s Bay, International Aviation Academy of New Zealand, Massey University and Southern Wings 3: Nelson Mail 2 February 2011 4: Letter from Bruce Heesterman, Chief Executive Aspeq 8 August 2011 5: NAC ATPL theory results data supplied 28 March 2013 6: Nelson Mail 17 March 2011 7: From material supplied by Penny Mackay on 4 March 2013 and Giles & Katrina Witney on 28 March 2013 & 14 June 2013

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Air Nelson’s Bombardier Q300 ZK-NEA, the first of type delivered in August 2005, on a test flight f om Nelson Airport on 28 May 2013. GAVIN CONROY INSET: BAe Jetstream 31 ZK-JSH, one of the first three of Origin Pacific s fleet and first of type i New Zealand. VIA ROBERT INGLIS

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New Century AIRNELSON “Origin’s demise is more than just a setback for Nelson It will have repercussions for New Zealand as a whole.” Editorial Nelson Mail 11 August 2006

HE FIRST DECADE of the 21st century for Nelson aviation was another important time of change and development. Nelson Airport Ltd undertook much capital work on upgrading facilities after a long period of organisational uncertainty. The airline scene was turbulent with the collapse of Ansett New Zealand and later Nelson’s own Origin Pacific Airways. Air Nelson invested in a fleet of Bombardier Q300 aircraft and new engineering facilities. This helped Nelson retain its status as an aviation hub at the top of the South Island.

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Copyrighted Material subsequent years the rescue helicopter service experienced an average increase of 22% per annum in rescue callouts due to increasing population and more tourists in the N elson and Marlborough regions. A grant from the Lotteries Outdoor Safety Committee enabled the introduction of N ight Vision Goggle technology which improved night time operating efficienc . During 2011 the N elson Marlborough Rescue Helicopter Trust celebrated 20 years of operating an air rescue service with two of the founding trustees still serving; Robert Williams (Chairman) and Dennis Creed (Vice Chairman). In 2012 Civil Aviation ruled out the operation of single engine helicopters over built up areas and this meant the existing AS350BA Squirrel was not permitted to land at the hospital helipad unless it was judged to be a high status callout. At the same time, the Ambulance and Paramedical Standards changed, requiring fuller access to the patient in flight and two paramedics for rescue missions. This was not possible with the existing Squirrel helicopter Garden City Helicopters, owner and operator of the Squirrel Helicopter, purchased a BK117 twin engine helicopter for the Nelson, Tasman and Marlborough region to meet the new regulatory compliance standards. The helicopter was introduced into service in 2012 and its service to the community was possible because of commercial sponsorship and wide community support. The service has grown to involve two rescue helicopters with BK117 ZK-IMN as the primary rescue helicopter. It is backed up by Squirrel AS350 ZK-HQT. Both are equipped with night vision goggle technology, winch and 406mhz beacon trackers. Crew configurations include pilot, intensive care paramedic and basic life support crewman. Both helicopters respond to over 380 missions annually, with an average response time of five minutes. Approximately 60% of missions are in the N elson/Tasman region and 40% in Marlborough. (RJW)

John Haynes hangs below Summit Rescue Helicopter ZK-HQT as crew member Reuben McCormack winches Haynes into the helicopter. The winch is ideal for use in remote areas, national parks or over water. NELSON MAIL

The crew of Nelson Marlborough Rescue helicopter ZK-IMN attend a crash on the Marlborough side of the Whangamoa Hill, November 2012. NELSON MAIL

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