Post by aerofoto - HJG Admin on Dec 13, 2023 1:54:16 GMT
"NEW ZEALAND B737-200 DIGEST"
Although some operators, and even aircraft manufacturers too were dubious, or otherwise initially hesitant, in regard to pursuing development of pure jet powered commercial aviation projects at the start of the 1950's it was clear, by the end of the decade, that civil jet aircraft were the future of the worlds airlines. From 1958 B707, DC-8, DH COMET 4, and TU-104 jetliners were successfully operating medium/long-haul services along the worlds most prestigious air routes .... whilst CARAVELLE jetliners were equally successfully demonstrating the adaptability of civil jet equipment to short-haul and inter-city routes. During this period CONVAIR/GENERAL DYNAMICS was similarly developing jetliners too .... in the form of its CV880 and CV990 .... intending to exploit a perceived niche market for medium-haul/transcontinental jetliners capable of superior performance. Then with dawning of the 1960's decade came BOEING's further expansion into commercial jet development in the form of its short/medium-haul B727 and B737 jetliners of varying configurations .... as did DOUGLAS also in regard to its DC-9 (following a brief flirtation with France's SUD EST AVIATION). The prospects for civil jetliners seemed limitless. The advantages of jet air travel had by this time become undeniable. Civil aviation and the world were being transformed. And with the exception of jet-prop/turbo-prop powered aircraft types (serving a niche market routes and destinations that couldn't be easily or economically operated by jet equipment) it was evident the days, and dominance, of large piston-engined propliners over the worlds airways was all but over.
NEW ZEALAND NATIONAL AIRWAYS CORPORATION (NZNAC) was a state owned NZ domestic air services operator formed during 1945 and which commenced operations during 1947. Between 1947 and its 1978 merger with AIR NEW ZEALAND, the airline became NZ's primary domestic airline although it did also operate international services to Norfolk Island, Fiji, Samoa, the Cook Islands, and Tonga .... routes formerly serviced by RNZAF transport aircraft and which couldn't be operated by TEAL DC-6 and L-188 ELECTRA aircraft following withdrawal its SOLENT flying boat services and prior to the upgrading of airport facilities at these South Pacific destinations.
NZNAC initially operated US-built DC-3/C-47 aircraft from 1947 until 1974 and which were supplemented by both L-10A ELECTRA and L-18-56 LOADSTAR aircraft from 1947 until 1952. It also additionally operated British-built DH 60G GIPSY MOTH, DH-83 FOX MOTH, DH 86 EXPRESS, DH-89 DRAGON RAPIDE, DH-89B DOMINE, DH-114 HERON, MILES GEMINI, and SHORT SUNDERLAND III aircraft between 1947 and 1957 .... and during which period the airline also absorbed the operations of AIR TRAVEL NZ, COOK STRAIGHT AIRWAYS, and UNION AIRWAYS .... acquiring the aircraft fleets of these operators along with that of SPANZ too.
As both jet-prop/turbo-prop and pure jet aircraft began to conquer the worlds civil airways from the late 1950's NZNAC was cognizant of its need to modernize in order to remain an effective operator. NZ being a British commonwealth/Dominion country resulted in the UK successfully marketing VISCOUNT 807 turbo-prop aircraft to the airline and which were operated between 1958 and 1975. Through political persuasion the UK also attempted to market HP DART HERALD to the airline during the early 1960's too but which was ultimately superseded by NZNAC's preference for "superior" Dutch-built F-27 FRIENDSHIP turbo-prop aircraft and which entered service with the airline during 1960 .... most of which remained in service by the early 1990's and following the 1978 NZNAC/AIR NEW ZEALAND merger.
It was during the early 1960's that NZNAC began contemplating its future options with regard to the most suitable pure-jet equipment in order to succeed its VISCOUNT fleet. There were 4 contending aircraft types .... the British-built BAC ONE-ELEVEN 400, the French-built SE-210 CARAVELLE (possibly the -VIR which was, during this period, also initially favored by Australia's TAA), and the American-built B737 (which at the time had yet to evolve into the -100 and -200) and DC-9-10. During 1963 a series of COMET 4 demonstration flights were operated between Auckland and Christchurch as part of an early UK lobby in attempt to secure an NZNAC jet contract in favor of its own aviation industry. Whilst the COMET was never a contender for New Zealand domestic air services (it was however one of AIR NEW ZEALAND's earliest jet equipment considerations .... and the type was still operating BOAC's world-wide dominion services to Auckland/Whenuapai at the time) these non-commercial services successfully demonstrated efficiency of pure jet operations to the airline .... through the COMET's ability to operate the route in just 1 hour 20 minutes as opposed to the VISCOUNT's almost 2 hour air time and with lesser carrying capacity. In fact the UK became so intent upon marketing its own pure jet solutions to NZNAC that considerable political pressure was applied to the New Zealand government of the day, in favour of the BAC ONE-ELEVEN, and which also included it applying veiled threats in regard to the future of New Zealand's negotiated trade agreement with the UK (in order to force a contract in its own favor) should the airline opt to not buy British. During January 1966 the demonstrator BAC ONE-ELEVEN 410AQ (G-ASYE) visited New Zealand for the airline to assess and as part of the still determined British lobby .... this aircraft also participated in the official opening ceremony for Auckland International Airport on January 29th 1966. The CARAVELLE prospect had by this time been abandoned by the airline .... as it was by TAA also (in favor of the B727-100), but, upon carefully analyzing performance capabilities of the BAC ONE-ELEVEN and DC-9-10 it was realized by the airline that both of these aircraft types would struggle to operate comfortably when subjected to the worst of Wellington's infamous meteorological conditions. Although the B737, during the mid 1960's, had yet to fly NZNAC was by this time convinced of the aircrafts capabilities based on the strength of proven B727-100 performance. So far as the airline was concerned, the B737-200 was "the ideal candidate" for future New Zealand domestic pure-jet operations .... much to the frustration of the ongoing UK lobby. Despite attempts, by the NZ government of the day, to try and further influence the airline into buying British, NZNAC remained adamant in regard to its preference and during 1966 ordered 3 B737-200 aircraft ..... for delivery to the airline during 1968. These aircraft would ultimately become ZK-NAC, ZK-NAD, and ZK-NAE.
B737-200 ZK-NAC was accepted by NZNAC on August 30th 1968 .... and ferried to New Zealand on September 18th 1968 under the command of NZNAC captain Allan KENNING with FO captain Peter BUCK. This also became the very first delivery of a B737-200 aircraft to a non-US operator. The delivery of both ZK-NAD and ZK-NAE followed on September 11th and October 5th 1968 respectively. All 3 aircraft supported NZNAC's 1967 introduced livery featuring a solid carnation red fuselage stripe, middle blue fuselage and tail titles, and a solid red tail roundel with the airlines white Godwit logo .... and which was progressively applied across the airlines F-27 and VISCOUNT fleet during this period. Unlike its F27 and VISCOUNT fleet none of the airlines B737-200's were ever externally named.
ZK-NAC (1968 delivery scheme)
Upon delivery of the airlines first B737-200 the NZNAC fleet was composed of 13 F27-100, 4 VISCOUNT 807, and 5 DC-3 aircraft (some of its remaining DC-3 fleet were by this time operating on lease to both FIJI AIRWAYS and POLYNESIAN AIRLINES).
Each B737-200 delivered to NZNAC was powered by P&W JT8D-7 fanjet engines rated at 14,000 LBS thrust each. These aircraft had a fuselage length of 100 FT 2 IN and a wingspan of 93 FT. Each were configured for up to 90 PAX (though this was soon increased to 95 PAX .... and much later revised to 113 PAX in a 2-class configuration) and had MGTOW of up to 111,500 LBS.
ZK-NAC operated NZNAC's first ever commercial jet, and B737-200, service from Wellington to Auckland on October 7th 1968 under the command of captains D.GALE and J.McLERNON .... followed by ZK-NAD which entered revenue service with the airline on October 14th 1968. During this period B737-200 ZK-NAE was primarily used for crew training and did not commence NZNAC revenue services until December 20th 1968.
On July 18th 1971 NZNAC took delivery of it's 4th B737-200 .... ZK-NAJ. This aircraft was originally destined for ALOHA AIRLINES (N73714) but ultimately not taken up by the airline. It was instead converted to NZNAC specifications by BOEING at Seattle, Washington, USA, in advance of its delivery to the airline. It was followed into service by the delivery of ZK-NAK, purchased from PACIFIC SOUTHWEST AIRLINES (N983PS), on September 11th 1973 .... then ZK-NAL on September 9th 1974, and which was also acquired from PSA (N985PS). Both of these ex-PSA acquisitions were powered by P&W JT8D-9 fanjet engines rated at 14,500 LBS thrust and each certified for MGTOW of up to 115,500 LBS. On February 15th 1974 NZNAC then took delivery of its 6th B737-200 .... ZK-NAM .... originally built in accordance with UNITED AIR LINES specifications, but, which was ultimately used by BOEING as a B737-200 demonstrator (N1359B) between 1970 and 1974, then refurbished to NZNAC specifications and delivered to the airline.
Although the airlines last "official" DC-3 service was operated on June 8th 1970 (operated by ZK-BEU) one aircraft (ZK-AOF) remained in NZNAC service until December 19th 1974 (operating routes to and from east coat destinations located on New Zealand's North Island) .... some 5 years after the airlines introduction of pure jet aircraft.
New Zealand's South Island city of Christchurch won its bid to host the 1974 Commonwealth Games. AIR NEW ZEALAND being the countries international flag carrier was awarded official carrier status for these games. During the 1973 lead up to, and during this prestigious sporting event, the entire AIR NEW ZEALAND DC-8 and DC-10 fleet supported promotional decals featuring a legend reading "OFFICIAL AIRLINE TO THE XTH BRITISH COMMONWEALTH GAMES 1974 CHRISTCHURCH NEW ZEALAND" and which was accompanied by the stylized "NZ74" games logo .... whilst NZNAC B737-200 and F27 fleet supported decals featuring a legend reading "THE NATIONS AIR CARRIER" with the "NZ74" logo (during this period New Zealand's primary domestic air routes were the almost exclusive domain of NZNAC operations .... AIR NEW ZEALAND was restricted to operating international air services only both to, and from, the country). The airlines remaining VISCOUNT 807 fleet supported a promotional "NATIONAL AIR CARRIER" legend only along with the same "NZ74" official games logo.
1974 Xth British Commonwealth Games Promotion
No airline in the world is exempt from the imposition of accidents/incidents and the problems/inconveniences that can arise from such .... given aircraft are an essential mode of transport, mechanical machines, and do, occasionally, breakdown or suffer in service damage, that result in disruption to schedules and which can often have a significant roll-on effect. On July 13th 1974 the crew of F27-100 Friendship ZK-NAF, operating a scheduled service from Christchurch, were confronted with an unsafe landing gear indication during the aircrafts approach to landing at Palmerston North. A decision was made to divert to the flight to Wellington (better supported by emergency services) where the aircraft's starboard main gear collapsed near the end of its landing run. The aircraft sustained only minor damage and was promptly repaired then returned to service. This was the last of few accidents/incidents that afflicted NZNAC operations between 1947 and the airlines 1978 merger with AIR NEW ZEALAND.
Between 1973 and 1977 5 F27-500 aircraft were delivered to the airline. And during 1975 the airlines last remaining VISCOUNT 807 aircraft (ZK-NAI) was withdrawn from service and sold. Also during 1975 NZNAC revamped its corporate image by introducing bold new red/orange fuselage striping, a red tail with a white tail roundel featuring a red Godwit logo, and an orange leading edge tail stripe (in a style similar that employed by AIR NEW ZEALAND during 1972) .... and which was applied across the airlines entire B737-200 and F27-100/-500 fleet .... and also supported by its single Auckland based (only), and MOUNT COOK AIRLINES leased, BN 2A-26 ISLANDER (ZK-MCD) between 1976 and 1977.
ZK-NAC (1975 livery revision)
Then on September 4th 1975 .... and November 20th 1975 .... NZNAC took delivery of its 8th and 9th B737-200's. These factory-fresh aircraft became ZK-NAP and ZK-NAQ respectively and were the first, and only, B737-200 ADV aircraft delivered to the airline (another 2 B737-200 ADV's had also been mooted for 1980's delivery). Both of these aircraft were powered by P&W JT8D-15 fanjet engines rated at 15,500 LBS thrust each and had MGTOW of up to 117,500 LBS. Each were delivered supporting the 1975 introduced red/orange NZNAC identity .... but also featured entirely pale grey lower fuselages that were progressively applied to all NZNAC/AIR NEW ZEALAND B737-200's throughout the 1980's.
ZK-NAQ (1975 delivered B737-200 ADV)
During this period AIR NEW ZEALAND DC-8's and DC-10's were chartered by NZNAC in order to move greater numbers of PAX between Auckland, Wellington, and Christchurch during peak holiday seasons (prior to 1972 the airline had also similarly chartered AIR NEW ZEALAND L-188 ELECTRA aircraft). This arrangement (well before deregulation of the NZ civil aviation industry) also prompted the airline to contemplate acquiring B727-200 ADV aircraft .... with the intention of launching trans-Tasman services between New Zealand and Australian ports. BOEING proposed a buy-back of the airlines oldest B737-200's in order to finance NZNAC's acquisition of B727's .... or later B757 or B767 aircraft. McDONNELL-DOUGLAS advanced a similar offer too in support of its proposition to sell DC-10-10 aircraft to NZNAC. These prospective moves were perceived as "a potential threat" by AIR NEW ZEALAND .... the countries only and (at the time government owned) international air carrier .... and which the New Zealand government of the day then quickly moved to block, but, which also rekindled mid 1960's parliamentary debate in regard to the prospect of both airlines being merged in the interests of better serving New Zealand, the travelling public, and without the risk of inducing competition between either operator. As had concluded during the mid 1960's this proposition was once again rejected.
ZK-NAP was chartered by POLYNESIAN AIRLINES from February 1978 to operate the airlines services between Apia/Western Samoa and Auckland primarily .... but also serving Nandi, Nuku'Alofa and Niue Island too. This aircraft supported lower forward fuselage placed "POLYNESIAN" titles and the airlines coconut palm logo over NZNAC's basic red/orange 1975 introduced livery. This operational relationship with POLYNESIAN AIRLINES was later inherited and maintained by AIR NEW ZEALAND until 1981.
ZK-NAP (POLYNESIAN AIRLINES/NZNAC 1978)
B737-200 ZK-NAQ was operated by NZNAC for less than a year .... being leased by GUINNESS PEAT AVIATION (EI-BCC) from June 26th 1976 and then sub-leased to NIGERIA AIRWAYS from June 22nd 1976. It never returned to NZ and was, throughout the remainder of its career, leased by a succession of foreign operators (including TRANSAVIA HOLLAND PH-TVM, FRONTIER AIRLINES N7362F, TEA OO-TEJ, BRITANNIA AIRWAYS G-BGNW .... and LADECO, LAN CHILE/LAN AIRLINES as CC-CYC) until its eventual withdrawal from service during 2007, and scrapping .... with its fuselage then being salvaged and later converted into a road side bar located at San Bernado, near Santiago, Chile.
Following yet further political debate NZNAC was merged into AIR NEW ZEALAND on April 1st 1978. The last NZNAC service was operated by B737-200 ZK-NAP, between Auckland and Wellington, under command of captain Bill KIRK with FO Paul KELLY (and with cabin attendants Margie DON, Jan SHEERIN, and Winona McFARLANE) on the evening of March 31st 1977. This merger then resulted in the entire former NZNAC B737 and F27 fleet then supporting a transitional version of the airlines red/orange livery with "AIR NEW ZEALAND" titles and Koru tail logo added and which were applied throughout 1978 .... the last of which remained visible on B737-200 ZK-NAK until 1984/5.
ZK-NAC (NZNAC/AIR NEW ZEALAND post merger transitional livery 1978)
Following this merger the new combined AIR NEW ZEALAND fleet was composed of 7 B737-200, 1 B737-200 ADV, 3 DC-8-52, 8 DC-10-30, 13 F27-100, and 4 F27-500 aircraft. This merger then enabled AIR NEW ZEALAND to operate international services to some South Pacific destinations, including Norfolk Island, using B737-200 ADV and F27-500 aircraft respectively. Also following this merger B737-200 ADV ZK-NAP continued to operate charter flights through the Pacific islands for POLYNESIAN AIRLINES .... supporting this airlines titles and logo over its by this time basic red/orange NZNAC/AIR NEW ZEALAND transitional livery.
ZK-NAP (POLYNESIAN AIRLINES/AIR NEW ZEALAND 1979)
On December 10th 1978 AIR NEW ZEALAND took delivery of B737-200 ADV .... ZK-NAR (originally ordered by NZNAC). This particular aircraft supported the airlines 1973 introduced, and Maori waka/canoe themed, Pacific jade/blue livery as applied across its international DC-8-52 and DC-10-30 fleet of the period. This aircraft was also later operated in conjunction with POLYNESIAN AIRLINES .... also supporting that airlines titles and logo over its basic AIR NEW ZEALAND international livery for a period during 1979 and 1980.
ZK-NAR (1978 AIR NEW ZEALAND international livery)
ZK-NAR (POLYNESIAN AIRLINES/AIR NEW ZEALAND 1979)
1979 became "the most difficult" operational year for AIR NEW ZEALAND (prior to the 2001 ANSETT AUSTRALIA collapse and global impact of the COVID pandemic from 2020). Following any merger a "them and us" atmosphere often develops among staff sensing a degree of alienation and a loss of company heritage .... not to mention their seniority too. This inevitably sparked industrial relations problems among certain divisions within the newly merged airline and which continued well into the early 1980's .... resulting in periods of strike and work to rule actions that ultimately imposed public inconvenience.
On February 17th 1979 AIR NEW ZEALAND F27-500 ZK-NFC, under the command of captain Anthony CIRCUIT, was written-off as the result of a landing accident at Auckland during inclement conditions .... which were otherwise "above operating minima". The aircraft was operating a non-sked flight from Gisborne, ferrying 2 engineers back to Auckland, after having serviced another F27 earlier grounded at Gisborne. 2 of the aircrafts 4 POB were killed as a result of this accident.
The FAA worldwide grounding of DC-10's from June 7th until July 14th 1979, following the May 25th 1979 AMERICAN AIRLINES DC-10 (N110AA) disaster at Chicago, imposed severe disruption to the services of all DC-10 operators worldwide. AIR NEW ZEALAND was particularly adversely impacted, with its long haul fleet consequently being reduced from a fleet strength of 8 DC-10's to just 2 DC-8's (1 DC-8 was already out of service prior to the onset of this particular crisis undergoing scheduled heavy maintenance at Auckland) and with which the airline then struggled to maintain its international route network .... supported by B737-200 ADV's (ZK-NAP and ZK-NAR) .... both of which were the only B737's configured for overwater type operations to service the airlines shorter trans-Tasman and Pacific regional international routes. This crisis further escalated on June 10th 1979 when DC-8 ZK-NZD was damaged as the result of an axle/truck failure and tire blowout incident upon departure from Honolulu .... suddenly reducing the airlines medium/long haul international fleet strength to just a single DC-8. The DC-8 was promptly repaired then returned to service within days of this incident. During this crisis AIR NEW ZEALAND's long-haul operations to the US west coast, and some services to Australia's eastern seaboard ports, were maintained by a series of PAN AM and QANTAS AIRWAYS B747-100 and B747-200B charters respectively .... and the re-booking of PAX on services operated by other carriers unaffected by the DC-10 grounding. The airlines freight operations between the USA, and Australia, were similarly maintained by FLYING TIGERS DC-8 SUPER 61CF and SUPER 63CF charters.
Things were to get worse though later during 1979.
On November 28th 1979 DC-10-30 ZK-NZP, under the command of captain Jim COLLINS, was written-off at Mount Erebus, Antarctica, during the airlines last Antarctic sightseeing flight of the 1979 season .... with the loss of all 257 PAX and crew aboard this flight. This was AIR NEW ZEALAND's first (and only) loss of a commercial flight since commencing operations (as TEAL/TASMAN EMPIRE AIRWAYS LIMITED) during April 1940. Computer based navigational error (on the part of the airlines navigation section) was proven to be the "fundamental cause" of this disaster .... which occurred only 4 weeks after the WESTERN AIRLINES DC-10-10 (N903WA) accident, at Mexico City, on October 31st 1979, resulting in the loss of 73 lives (this aircraft struck construction equipment upon landing on the wrong runway) and did nothing to subdue irresponsible, media manipulated, and negative public perception of the DC-10 which had followed the AA disaster at Chicago during May 1979 (caused by maintenance induced damage due to implementation of non-standard overhaul procedures) .... all of which transpired during a critical (possibly even pivotal) time for McDONNELL-DOUGLAS and during what had already been a particularly bad year for AIR NEW ZEALAND, the DC-10/MDONNELL-DOUGLAS, and world civil aviation safety generally.
Despite valuable lessons having been learned following the Erebus Disaster "computer based" error was to again play a major role in what "might have" had potential to become yet another accident .... 13 months after the loss of DC-10 ZK-NZP. Incorrect fuel computations were generated within the flight plan for an AIR NEW ZEALAND DC-10 service to Rarotonga/Cook Islands on December 4th 1980. Had it not been for the alertness/competence of the flight crew "prior to" their departure from Auckland .... then .... potential for a 2nd disaster might have existed, but, would likely never have resulted due to the mandatory procedures associated with flight planning/dispatching and that had enabled this particular error to be detected in the first instance. This incident resulted in an internal inquiry that became known as "The 4th Of December Incident".
Then came THE KOLKER REPORT, during early 1980, which was commissioned by the New Zealand Government of the day in order to analyze, and make recommendations, in regard to the future financial viability and profitability of AIR NEW ZEALAND .... and which severely criticized the airlines decision to re-equip with B747-200B's among other motivations. Its recommendations were rejected by both the New Zealand government and airline (dismissed as being "amateurish") which was already committed to its intended redevelopment strategy regardless of the report .... but .... which history has also since "proven" was indeed the best direction for the airline to pursue.
Prior to these 1979 through 1980 events AIR NEW ZEALAND .... among other major airlines/DC-10 operators around the world (including those forming the KSSU group too) had been significant motivation behind McDONNELL-DOUGLAS developing what was (then) mooted to become its larger/stretched "DC-10 SUPER 60 SERIES" aircraft .... as a prospective replacement for, and addition to, the worlds DC-10 fleets. However .... impact of the "late 1970's" DC-10 accidents/incidents (which were in no way attributable to the integrity of the aircraft design), and to some extent McDONNELL-DOUGLAS's own commercial situation also (the company was heavily committed to MD-80/90 development and production throughout the 1980's and was unable to launch/fund another parallel project), saw its anticipated stretched/SUPER DC-10 project postponed until the mid 1980's .... and which had, by this time, evolved into the MD-11. AIRBUS INDUSTRIE, during the late 1970's/early 1980's era, simply did not offer a high-capacity long range contending aircraft design comparable to either the B747-200/300/SP, DC-10-30/-40, or L-1011 100/200/500 .... and which forced many traditionally McDONNELL-DOUGLAS-loyal airlines .... including AIR NEW ZEALAND .... "to have to" move toward the B747-200B rather than delay DC-10 fleet replacement programs (in favor of longer-ranging McDONNELL-DOUGLAS options) until availability of the MD11 during 1990.
Throughout this difficult period, and beyond, the airlines B737-200 fleet continued providing sterling service to both its domestic and Pacific regional operations.
The first of 5 factory-fresh B747-200B's were delivered to AIR NEW ZEALAND during May 1981 .... the last of which was delivered to the airline during August 1982. A B747-100 (N603FF) was also leased from TOWER AIR for 2 weeks during early 1989 .... along with a B747-200B leased from MALAYSIA AIRLINES (9M-MHI) from October until December 1994, and a B747-200B leased from THAI AIRWAYS INTERNATIONAL (ZK-TGA) between May and August 1996 also.
AIR NEW ZEALAND introduced a new/revised version of its historic Pacific jade/blue livery upon delivery of its B747-200B's, and which was applied fleetwide throughout the early 1980's (but not to the DC-8's and DC-10's which were pending disposal by this time). This new livery was composed of merged fuselage striping and a revised tail scheme featuring the airlines 1973 introduced Koru logo. During this period AIR NEW ZEALAND also experimented with 2 subtle variations of this same new livery featuring a white fuselage pin stripe (later broadened into a white fuselage band) separating its new Pacific jade and blue fuselage striping. This experimental livery was publicly revealed when B737-200 ADV ZK-NAS (also originally ordered by NZNAC) was delivered to the airline on July 1st 1980 .... and which was similarly applied to 2 of its F-27 fleet. This particular B737-200 ADV also supported "POLYNESIAN" titles and logo over its basic AIR NEW ZEALAND experimental livery for a period during 1980 and into early 1981 .... in advance of POLYNESIAN AIRLINES then acquiring its own B737-200 ADV (5W-PAL named "Sina") during March 1981.
ZK-NAS (1980 AIR NEW ZEALAND experimental livery #1)
ZK-NAS (POLYNESIAN AIRLINES/AIR NEW ZEALAND 1981)
ZK-NAS (1990 AIR NEW ZEALAND experimental livery #2)
The corporate mind never favorably adapted to either variation of these experimental AIR NEW ZEALAND liveries however. Despite remaining on these aircraft well into the 1990's neither livery was introduced fleetwide .... although it was later applied to AIR NEW ZEALAND LINK ATR-72-212, EMB 110P1 BANDERANTE, SAAB 340A, and SWEARINGEN 227AC METRO 3 aircraft (operated by the airlines AIR NELSON, EAGLE AIR, and MOUNT COOK AIR LINE affiliates) prior to the 1996 introduction of its Pacific Wave livery. Instead the B747-200B and 1981 introduced livery became the airlines definitive corporate identity .... applied across its B737-200 (both ex NZNAC inherited early production -200 and later delivered -200 ADV aircraft), B747-400, B767-200, and B767-300 fleet members. The AIR NEW ZEALAND international fleet also supported a New Zealand flag (placed beside the airlines fuselage titles) upon introduction of this new livery .... this feature began to be applied to the airlines DC-8's and DC-10's from 1980. AIR NEW ZEALAND's domestic fleet initially did not feature the New Zealand flag .... and when first applied this particular feature was in the form of a smaller and narrow version of the countries national banner but which was later enlarged to the same height dimensions of the "AIR NEW ZEALAND" fuselage font applied to each aircraft type.
ZK-NAJ (B737-200 without NZ flag)
ZK-NAS (B732-200 ADV with small NZ flag)
ZK-NAF (B732-200 ADV with enlarged NZ flag)
From April 1981 AIR NEW ZEALAND commenced the disposal of its remaining 7 DC-10-30's .... the last of which was withdrawn from service during November 1983. 2 of the airlines DC-10 fleet were however retained and leased to LAN CHILE (CC-CJS named "Valparaiso" .... and CC-CJT named "Santiago") from June 1982 until June 1986 when both aircraft were sold to ILFC for onward leases to AMERICAN AIRLINES (N164AA) and SAS (SE-DFH named "Rurik Viking")
AIR NEW ZEALAND had also commenced disposing of its DC-8-52 fleet from October 1976 .... the last of which were retired from PAX service during December 1981 (ZK-NZC and ZK-NZE) .... though one of its earlier retired DC-8's (ZK-NZD) was reactivated from storage in the USA, converted to DC-8-54F, and then redelivered to the airline during October 1981. During the further toughening global economic climate of the 1980's the airlines DC-8 freighter was, for a time, the only aircraft within its entire fleet actually recording a profit .... despite AIR NEW ZEALAND having only reluctantly become involved with pure freight operations upon the insistence of the then MULDOON led National government.
A B737-200 QC ADV was delivered to AIR NEW ZEALAND on December 2nd 1982. This particular B737 was the only QC variant ever operated by the airline. Operating PAX services during the day, and being capable of freight conversion for overnight domestic pure freight operations within 30 minutes, this particular aircraft became the hardest worked among the entire AIR NEW ZEALAND B737 fleet .... logging an average daily utilization of almost 8 hours flying time.
ZK-NQC (AIR NEW ZEALAND 1980's delivery scheme)
The first of 5 factory-fresh B767-200ER's were delivered to AIR NEW ZEALAND from September 1985 .... the last of which was delivered to the airline during September 1988. Following the delivery of its first B767-200ER's names were applied to each individual aircraft within the AIR NEW ZEALAND fleet .... the airlines B737-200 fleet in particular each supporting the names of native New Zealand bird species.
On February 16th 1986 AIR NEW ZEALAND B737-200 ZK-NAJ suffered a major engine failure en-route between Christchurch and Auckland and was forced to make an emergency landing at New Plymouth .... no injuries were sustained by any of the aircrafts PAX or crew. Coincidentally this incident occurred during the very same hours as the Russian cruise liner MIKHAIL LERMONTOV ran aground off Cape Brett, in the Marlborough Sounds, and then later foundered that same evening at the start of its CTC chartered New Zealand cruise .... with the loss of 1 POB.
AIR NEW ZEALAND acquired a further 5 B767-200ER's from foreign operators and which entered service with the airline between October 1987 and November 1997 .... along with 12 factory-fresh B767-300ER's delivered between June 1991 and August 2000. The airline also twice leased B767-300ER SP-LPA from LOT POLISH AIRLINES during both 1995 and 1999 for additional lift during the southern summer season.
By the mid 1980's AIR NEW ZEALAND's oldest and ex-NZNAC inherited early production B737-200's were approaching almost 20 years of service. Each were sold to US operators. ZK-NAC (named "Piripri"/Rifleman), ZK-NAD (named "Pukeko"/Swamp Hen), and ZK-NAK (named "Pihoihoi"/NZ Pipit) became N321XV, N322XV, and N323XV respectively upon being sold to PRESIDENTIAL AIRWAYS between March and April of 1986; Both ZK-NAE (named "Puroutou"/Saddleback) and ZK-NAL (unnamed) were sold to AIR CAL and became became N453AC and N460AC respectively between April 1981 and March 1986; And both ZK-NAJ (named "Piere"/NZ Robin) and ZK-NAM (named "Pateke"/Brown Duck) became N7310F and N7302F respectively upon being sold to FRONTIER AIRLINES during April 1986. These aircraft were each replaced by 6 factory fresh and P&W JT8D-15 powered B737-200 ADV's .... ZK-NAT (named "Pihoihoi"/Lark), ZK-NAU (named "Pateke"), ZK-NAV (named "Pukeko"/Swamp Hen), ZK-NAW (named "Purourou"/Saddleback), ZK-NAX (named "Piere"/Robin), and ZK-NAY (named "Piripiri"/Rifleman) between January 16th 1986 and March 1986.
During the late 1980's and early 1990's additional B737-200 ADV capacity was sought and leased-in by AIR NEW ZEALAND .... on 4 separate occasions. B737-200 ADV G-BAZI was leased-in from AIRWAYS INTERNATIONAL CYMRU from November 1st 1985 until April 30th 1986, followed by B737-200 ADV V8-UEB which was leased-in from ROYAL BRUNEI AIRLINES from February 15th until March 28th 1987, then B737-200 G-BHWF which was leased from BRITANNIA AIRWAYS from January 19th 1988 until April 30th 1988 (and again from December 14th 1993 until January 1st 2002 this time re-registered ZK-NAI) .... followed by B737-200 ADV G-BHWE which was also leased from BRITANNIA AIRWAYS from February 10th 1994 until December 17th 2001 (and re-registered ZK-NAB). Throughout the duration of these leases G-BAZI, V8-UEB, and G-BHWF each supported hybrid liveries composed of the definitive identities of their respective operators but with "AIR NEW ZEALAND" titles added.
G-BAZI (leased from AIRWAYS INTERNATIONAL CYMRU)
G-BHWF (leased from BRITANNIA AIRWAYS)
Deregulation of the New Zealand airline industry from the mid 1980's resulted in a relaxing of restrictions which had, over previous decades, limited both domestic and international competition with government owned NZNAC and AIR NEW ZEALAND (primarily). Australia's ANSETT TRANSPORT INDUSTRIES promptly seized this opportunity to expand its operations into the New Zealand domestic air services market through establishing a subsidiary company .... ANSETT NEW ZEALAND. This sowed the seeds for AIR NEW ZEALAND later seeking reciprocal Australian domestic air traffic rights too .... and its acquisition of ANSETT AUSTRALIA during February 2000. ANSETT NEW ZEALAND evolved from the 1984 established NEWMANS AIR (which operated 2X DHC DASH 7-102 turboprops) .... and which by late 1986 had (following Australian/ANSETT investment) become ANSETT NEWMANS (operating 2 DHC DASH 8-102A turbo-props .... which replaced NEWMANS AIR's DHC DASH 7's). The airline commenced domestic operations in direct competition with AIR NEW ZEALAND on July 25th 1987 .... and which, in the face of this ANSETT NEW ZEALAND challenge, almost immediately resulted in major improvements in the quality of PAX services and facilities provided by AIR NEW ZEALAND across its entire New Zealand domestic network.
ANSETT NEW ZEALAND initially operated 3 B737-100 aircraft .... ZK-NEA (named "City Of Auckland" .... formerly AMERICA WEST AIRLINES N701AW), ZK-NEB (named "City Of Wellington".... formerly AMERICA WEST AIRLINES N702AW), and ZK-NEC (named "City Of Christchurch" .... formerly AMERICA WEST AIRLINES N703AW) in company with the 2 former ANSETT NEWMANS operated DHC DASH 8-102A's (ZK-NEY now named "Queenstown" and ZK-NEZ named "Rotorua"). These B737's were among first of the type ever produced by BOEING and part of the original 1968 delivered LUFTHANSA GERMAN AIRLINES fleet of B737-100's .... though ANSETT NEW ZEALAND acquired each of these aircraft from AMERICA WEST AIRLINES through ANSETT WORLDWIDE AVIATION SERVICES leasing arrangements. These aircraft featured the original/shorter 94FT B737-100 fuselage length, were powered by P&W JT8D-7 fanjet engines rated at 14,000 LBS thrust each, configured for up to 100 PAX, certified for a MGTOW of up to 110,000 LBS. A 4th B737-100 .... ZK-NED (named "City Of Nelson" .... originally delivered to MALAYSIA-SINGAPORE AIRLINES during 1969 and also formerly operated by AMERICA WEST AIRLINES N709AW) .... powered by P&W JT8D-9 fanjet engines (and certified for a MGTOW of up to 112,000 LBS) was similarly acquired via AWAS on May 31st 1987 and entered service with ANSETT NEW ZEALAND on July 30th 1987. All 4 B737-100 aircraft serviced major cities over the New Zealand domestic network whilst both DHC DASH 8's connected major cities with provincial centers and destinations either not, then, serviced by B737's or which didn't justify B737 capacity.
In order to compete more effectively with AIR NEW ZEALAND and maintain uninterrupted flight schedules whilst it's B737-100's underwent mandatory heavy maintenance checks .... ANSETT NEW ZEALAND acquired 2 B737-200's during 1988. These aircraft became ZK-NEE (an early production and P&W JT8D-9 aircraft named "City Of Manukau" .... formerly AMERICA WEST AIRLINES N146AW) delivered to the airline on July 13th 1988, followed by ZK-NEF (a P&W JT8D-15 powered B737-200 ADV aircraft .... formerly AMERICAN WEST AIRLINES N149AW .... and which was originally built for, and operated by, POLYNESIAN AIRLINES as 5W-PAL named "Sina") delivered to ANSETT NEW ZEALAND on July 19th 1988. Of these 2 B737-200's only ZK-NEE ever supported the airlines full and definitive 1980's through mid 1990's era livery. ZK-NEF featured a hybrid livery composed of middle blue AMERICA WEST AIRLINES fuselage pin-striping and dark blue "ANSETT NEW ZEALAND" titles (this aircraft also became the airlines only unnamed fleet member) throughout the entirety of its lease.
ANSETT NEW ZEALAND B737-200 ZK-NEE
ANSETT NEW ZEALAND/AMERICA WEST AIRLINES B737-200 ADV ZK-NEF
During 1989 ANSETT NEW ZEALAND embarked upon a fleet replacement program. Its 4 elderly B737-100's and 2 B737-200's were progressively replaced with 3 BAe 146-200's (including 1 combi configured QC aircraft) between July 1989 and January 1990 .... along with 9 BAe 146-300 aircraft delivered to the airline between December 1989 and February 1997. B737-200 ADV ZK-NEF was withdrawn from service on November 25th 1988 and returned to AMERICA WEST AIRLINES (N149AW) on December 1st 1988 and with whom it served until October 6th 2001; B737-200 ZK-NEE was withdrawn from service on December 8th 1989 and stored at Christchurch. It was returned to CORSAIR then sold to AIR LANKA (4R-ULL) on February 3rd 1990; B737-100 ZK-NEB was withdrawn from service on December 13th 1989 and stored at Christchurch. It was returned to AWAS, flown to Marana, Arizona, USA during April 1991, sold to TRANSPACIFIC ENTERPRISES INC (N702PJ) during September 1993, then sold to ROVAIR ENTERPRISES INC October 5th 1995 and scrapped during November 1995; B737-100 ZK-NEC was withdrawn from service on December 17th 1989 and returned to AWAS. It was flown to Tucson, Arizona, USA during May 1991, sold to TRANSPACIFIC ENTERPRISES INC (N703PJ) during September 1993, then sold to ROVAIR ENTERPRISES INC October 5th 1995 and scrapped at Marana; B737-100 ZK-NEA was withdrawn from service on December 28th 1989 and also returned to AWAS, but, retained as an active aircraft until February 2nd 1990. It was flown to Marana, Arizona, USA during March 1991, sold to TRANSPACIFIC ENTERPRISES INC (N701PJ) during September 1993, then sold to ROVAIR ENTERPRISES INC October 5th 1995 and scrapped at Marana; B737-100 ZK-NED became the last B737 to remain in service with ANSETT NEW ZEALAND. It was withdrawn from service on January 27th 1990 and returned to AWAS, flown to Marana, Arizona, USA during April 1990, and sold to TRANSPACIFIC ENTERPRISES INC (N73GQ) on April 17th 1990. It was sold to PRESIDENTIAL AIR INC (N333RN) on June 16th 1994 .... but repossessed by TRANSPACIFIC ENTERPRISES INC during December 1994 .... then sold back to ANSETT INDUSTRIES AUSTRALIA and scrapped during 1995.
During June 2000 ANSETT NEW ZEALAND was acquired by TASMAN PACIFIC AIRLINES. It became a QANTAS AIRWAYS franchise (operating as QANTAS NEW ZEALAND) on September 4th 2000 but was forced into liquidation on April 20th 2001. Subsequent New Zealand domestic operations under the QANTAS AIRWAYS banner have no relationship with the collapsed QANTAS NEW ZEALAND operation.
The first of 5 factory-fresh B747-400's were delivered to AIR NEW ZEALAND during December 1989 (though the first aircraft .... ZK-NBS .... was immediately leased to CATHAY PACIFIC AIRWAYS until February 1991 .... and ultimately became the 2nd of the type to actually enter service with the airline upon the conclusion of this lease) .... the last of which were factory-fresh delivered to AIR NEW ZEALAND during September 1999. These aircraft were later accompanied by 3 additional and ex-VARIG BRASILIAN AIRLINES B747-400 acquisitions leased-in via ILFC between November 1994 and July 2014.
From December 18th 1989 until January 1st 1990 AIR NEW ZEALAND also temporarily leased-in B737-200 ADV ZK-NEE (powered by P&W JT8D-9 fanjet engines). This was the AMERICA WEST AIRLINES aircraft (N146AW) previously leased to ANSETT NEW ZEALAND, via CORSAIR INC, from June 1988. It had been withdrawn from ANSETT service on December 8th 1989 and stored at Christchurch .... then leased to AIR NEW ZEALAND for the 1989 Christmas period and returned to CORSAIR INC on January 1st 1990.
B737-200 ZK-NEE (AIR NEW ZEALAND December 1989 lease)
Between February 1994 and June 1995 the airlines late 1970's/early 1980's delivered B737-200 ADV's were then each disposed of. ZK-NAP (named "Parekareka"/Spotted Shag) was sold to ILFC and leased to SAETA ECUADOE (HC-BTI). ZK-NAR (named "Parera"/Grey Duck) was sold to INTERNATIONAL AIRCRAFT INVESTORS (N237TA) .... then leased to COPA PANAMA (HP-1297CMP). And ZK-NAS (named "Piwakawaka"/Fantail) was sold to IAI PACIFIC leasing (N318CA) .... then leased to COPA PANAMA (HP-1288CMP). Replacement B737-200 ADV aircraft were sought by AIR NEW ZEALAND .... resulting in no fewer than 9 aircraft being acquired by the airline through leases of various durations .... the B737-200 type having by this time been out of production since 1988.
ROYAL BRUNEI AIRLINES B737-200 ADV V8-UEB (previously leased by AIR NEW ZEALAND during 1987) was acquired via AEROSPACE FINANCE LTD on August 5th 1988 .... to become ZK-NAZ (named "Poaka"/White Headed Gull); BRAATHENS SAFE AIR TRANSPORT B737-200 ADV LN-SUT (powered by P&W JT8D-17A fanjet engines rated at 16,500 LBS thrust and with a revised MGTOW of up to 119,500 LBS) was acquired via CITYCORP NORTH AMERICA INC on September 9th 1990 .... to become ZK-NAQ (named "Peho"/Morepork Owl) .... and which remained with the airline until December 28th 1994 when it was returned to CITYCORP; MALAYSIA AIRLINES B737-200 ADV 9M-MBQ was acquired via AEROSPACE FINANCE LEASING on April 9th 1992 .... to become ZK-NAL (unnamed); BRITANNIA AIRWAYS B737-200 ADV G-BJCT was acquired via ILFC on November 5th 1993 .... to become ZK-NAA (named "Parekareka"/Spotted Shag) .... along with BRITANNIA AIRWAYS B737-200 ADV G-BHWF which was acquired via INDIGO AVIATION on December 17th 1993 .... to become ZK-NAI (named "Poaka"/White Headed Gull) .... and BRITANNIA AIRWAYS B737-200 ADV G-BHWE which was acquired via ILFC on February 14th 1994 .... to become ZK-NAB (named "Parera"/Grey Duck); AIR MALTA B737-200 9H-ABA was acquired via INDIGO AVIATION on September 30th 1994 .... to become ZK-NAF (named "Pohowera"/Banded Dotterel) .... along with AIR MALTA B737-200 9H-ABC which was acquired via KB FLYGPLANET on December 16th 1994 .... to become ZK-NAD (named "Papango"/Scaup) .... and AIR MALTA B737-200 9H-ABB which was acquired via INDIGO AVIATION on November 6th 1994 .... to become ZK-NAH (named "Peho"/Morepork Owl). Most of these leased aircraft assumed New Zealand civil air registrations supported by both B737's and F-27's earlier operated by NZNAC. Each (with the exception of ZK-NAQ) were powered by P&W JT8D-15 fanjet engines)
The further toughening global economic climate of the early 1990's, and the airlines drive to become more profitable resulted in AIR NEW ZEALAND's, by this period, high-time ex-NZNAC F-27-100/-500 fleet being withdrawn from service and the flight operations of its SAFE AIR CARGO subsidiary also being disbanded .... although SAFE AIR's aviation engineering services remained operational.
During the mid 1990's AIR NEW ZEALAND introduced its "Pacific Wave" livery (composed of a 2-tone Pacific jade and blue shaded tail surface and futuristic double wave logo over a plain white fuselage, restyled Koru tail logo, and revised upper case and seraph featured "AIR NEW ZEALAND" titles) .... which was applied fleetwide between 1996 and the early 2000's. B737-200 ADV ZK-NAV, B747-200B ZK-NZY, B747-400 ZK-NBT, and B767-300ER ZK-NCM became first of the airlines fleet members to support this new livery which was unveiled at a travel industry ceremony at Auckland International Airport (following months of previous secrecy and anticipation) during mid 1996.
B737-200 ADV (AIR NEW ZEALAND 1996 "Pacific Wave" scheme)
B737-200 QC ADV (AIR NEW ZEALAND 1996 "Pacific Wave" scheme)
As AIR NEW ZEALAND's B737-200 ADV fleet continued to expand so did its New Zealand domestic route network serviced by these aircraft .... with the type then being operated to more of New Zealand's provincial centers (not previously serviced by pure jet equipment) throughout the 1990's.
Also during the mid 1990's an increasingly more vocal noise lobby (prompted by ANSETT NEW ZEALAND's acquisition of quieter BAe 146-200 and -300 "Wisper Liners") eventually forced AIR NEW ZEALAND to equip its B737-200 ADV fleet with Stage 3 compliant NORDAM Hush Kits. An operational crisis occurred during February 1995 when an HK modified AIR NEW ZEALAND B737-200 ADV suffered a potentially catastrophic engine failure upon departure from Queenstown. Other HK equipped B737-200 fleet members were similarly afflicted with engine related issues during this period also (later attributed to ill-fitting reconditioned turbine blades installed in the NORDAM Hush-Kitted engines) and which necessitated the airlines entire B737-200 ADV fleet being progressively grounded whilst each aircraft was urgently modified. B737-300, -400, and -500 aircraft were wet-leased from POLYNESIAN AIRLINES (both 5W-FAX and 5W-ILF), AIR NAURU (both C2-RN10 and C2-RN11), and AIR PACIFIC (DQ-FJB) .... along with a B757-200 which was wet-leased from BRITANNIA AIRWAYS (G-BYAH) from February 25th until March 25th 1995 only) .... in attempt to address the imposition of shortfalls in the airlines domestic PAX capacity throughout the duration of this crisis and which continued until June 1995.
By the early to mid 1990's even the airlines replacement leased-in B737-200 ADV's were also becoming high-time aircraft. Each were progressively disposed of between 1992 and 1999. ZK-NAL was returned to AEROSPACE FINANCE LEASING on April 9th 1992 .... then leased to LINEAS AEREAS PRIVADAS ARGENTINAS (LV-VGF .... named "Altair") from February 4th 1993; ZK-NAZ was also returned to AEROSPACE FINANCE LEASING during January 1994 .... this particular aircraft was stored at Christchurch until September 1995 and sold to ACG ACQUISITION CORPORATION .... then leased to LADECO (CC-CYW) from October 1st 1995; ZK-NAQ was returned to CITYCORP LEASING INC on December 28th 1994 .... and leased to CAYMAN AIRWAYS (VP-CAL from August 30th 1995; ZK-NAD was returned to KB FLYGPANET on December 10th 1995 .... then leased to TEA CYPRIS (5B-DBF) and sub leased to PACIFIC AIRLINES from December 11th 1995; ZK-NAH was sub leased (via AIR NEW ZEALAND) to AIR MALTA from March 28th 1996 until October 24th 1996, then to FREEDOM AIR INTERNATIONAL from December 1996 until February 1997, followed by AIR MALTA once again from April 1st 1997 until October 30 th 1997 .... and then returned to INDIGO AVIATION and sold to BOURAQ INDONESIAN AIRLINES (PK-IJL) on December 17th 1997; ZK-NAF was returned to KB FLYGPLANET XI .... then sub-leased (via AIR NEW ZEALAND) to ROYAL TONGAN AIRLINES (ZK-NAF) from November 12th 1999 .... supporting this operators full definitive livery (it had previously been operated by AIR NEW ZEALAND on behalf of this airline since May 12th 1999), but, was grounded at Auckland, and repossessed by KB FLYGPLANET XI upon the withdrawal of ROYAL TONGAN AIRLINES' AOFC certificate during March 2001 .... and then sold to SIERRA PACIFIC AIRLINES (N712S) on July 13th 2001.
ZK-NAF ROYAL TONGAN AIRLINES (sub-leased from AIR NZ)
B737-200 QC ADV ZK-NQC remained in AIR NEW ZEALAND service .... along with B737-200 ADV's ZK-NAA, NAB, and NAI. During lead up to the 1999 Rugby World Cup B737-200 QC ADV ZK-NQC supported a hybrid livery featuring an artistic rendition of NZ ALL BLACK captain Taine RANDELL. This was a drive by AIR NEW ZEALAND to promote the NZ ALL BLACKS challenge for this prestigious international cup .... and involved similar hybrid livery themes also being applied to one of the airlines B747-400 and SAAB 340 fleet. Throughout the duration of this WORLD CUP promotion B737-200 ADV ZK-NQC became affectionately known as "The Taine Plane".
B737-200 QC ADV (NZ All BLACKS Rugby World Cup hybrid/promotional livery/"The Taine Plane")
From January 9th 1998 the first of AIR NEW ZEALAND's B737-300 fleet (ZK-NGA) was delivered to the airline .... the last of which (totaling 18 fleet members composed of both factory-fresh deliveries and leased aircraft .... some of which were operated by the airlines MOUNT COOK AIRLINES affiliate and 1996 established FREEDOM AIR INTERNATIONAL subsidiary) being acquired prior to 2008. By this time the airline had operated a total of some 49 B737-200, 200 ADV, 200QC ADV, and 300 aircraft since NZNAC first took delivery of B737-200 aircraft during 1968 and prior to the last of its B737-300 aircraft (ZK-NGI) being retired from service on September 6th 2015. From 2011 the B737 type was progressively superseded by both A320-200's .... and A321's from 2018 .... both of which continue operating the airlines New Zealand domestic, trans-Tasman, and Pacific regional services.
AIR NEW ZEALAND began disposing of its B767-200ER's from 1990 .... the last of its 9 aircraft fleet being parted out during 2004. And between 1999 and 2000 each of the airlines B747-200B's were also disposed of .... all 5 aircraft being acquired by VIRGIN ATLANTIC AIRWAYS.
B737-200QC ADV ZK-NQC (named "Piopio"/Thrush) was withdrawn from service on January 5th 2001. It was sold to AIRWORK NZ on March 1 2001 .... then leased-back to AIR NEW ZEALAND in order to meet shortfalls in the airlines domestic PAX capacity during 2002 and during which time it was also sub-leased to the airlines FREEDOM AIR INTERNATIONAL subsidiary between May 2nd and October 22nd 2001 when it returned to AIRWORK NZ. In AIRWORK service this particular aircraft initially supported an entirely white identity devoid of any logo and titles with the exception of its NZ civil registration and was utilized for daily domestic freight operations. From January 2009 ZK-NQC supported a overall DHL yellow identity with red COURIER POST titles and logo being applied to its tail. This aircraft was withdrawn from AIRWORK service on May 10th 2011 .... stored at Auckland .... and sold to J&L LEASING COMPANY on October 5th 2012, then leased to FIRST AIR (C-GTVO) and with whom it was also upgraded with Gravel Kit equipment for operation within Canada's northern provinces.
ZK-NQC (AIR NEW ZEALAND affiliate MOUNT COOK AIRLINES/FREEDOM AIR INTERNATIONAL subsidiary)
ZK-NQC AIRWORK NZ/COURIER POST
ZK-NAA was returned to INDIGO AVIATION AB during November 2001 .... then leased to ADC AIRLINES (5B-BED) from February 2002; ZK-NAI was withdrawn from service during December 2001. This particular aircraft was then stored at Christchurch and returned to INDIGO AVIATION AB on February 1st 2002 .... and also leased to ADC AIRLINES (5N-BEE) from November 2002; B737-200 ADV ZK-NAB operated AIR NEW ZEALAND's last commercial/revenue B737-200 service between Auckland and Christchurch, under the command of captain Gerry DUNN and with FO Rob LEWELLYN, on December 17th 2001. It was returned to INTERNATIONAL AIRCRAFT INVESTORS during February 2002 and sold to IAI PACIFIC LEASING INC (PK-AIG) .... then leased to AIRMARK INDONESIA LEASING from November 22nd 2002.
All 6 mid 1980's delivered AIR NEW ZEALAND B737-200 ADV's were sold or leased to Mexican low-cost operator AVIACSA (ZK-NAV became XA-NAV on December 20th 1999; ZK-NAX became XA-NAK on June 30th 2000; ZK-NAT became XA-NAF on March 2nd 2000; ZK-NAU became XA-TWJ on November 29th 2002; ZK-NAY became XA-TWO on December 5th 2002: and ZK-NAW became XA-TWV on January 28th 2003). Upon the Mexican government imposed grounding of AVIACSA, during June 2009, the former AIR NEW ZEALAND ZK-NAU, NAW, and NAY became derelict at Cancun, Monterey, and Mexico City respectively and have not flown since. During 2020 XA-TWO (formerly ZK-NAY) was recovered from storage, preserved at Iztapalapa, Mexico City, and converted into a childrens book library named "VOLANDO A LA UTOPIA" (and which also features a flight simulator accessible on the basis of library visitation credits) .... whilst the former ZK-NAU, and NAW continue to languish in storage presumably still legally encumbered following the eventual and full collapse of AVIACSA during 2011. The former AIR NEW ZEALAND ZK-NAT, NAV, and NAX had each been withdrawn from AVIACSA service during 2008, prior to the AVIACSA collapse, and following a period of storage at Tucson, Arizona, USA each of these 3 aircraft then saw service within Africa.
XA-NAF (formerly ZK-NAT was sold to BC AIRCRAFT LEASING 23470 LLC (N470CC) on June 9th 2009. It was then sold to STAR AIR CARGO (ZS-SSZ) on November 2nd 2010 .... then sub-leased to SANTACO AIR EXPRESS from September 16th 2011 until November 2011 .... and was withdrawn from STAR AIR CARGO service during July 2013 and stored at Johannesburg; XA-NAV (formerly ZK-NAV) was also sold to BC AIRCRAFT LEASING 23472 LLC (N472BC) on June 9th 2009 .... then sold to STAR AIR CARGO (ZS-SMD) on September 22nd 2009. It was leased to AIR NAMIBIA from August 2010 until March 2012 ... then leased to LAM/LINHAS AEREAS DE MOCAMBIQUE from August until September 2012. It was then leased to PROLIGHT SERVICES ZAMBIA from May 15th 2013 until September 11th 2014 when it was withdrawn from service. This particular aircraft has since been preserved at the SOUTH AFRICAN AIRWAYS MUSEUM, located at Germiston, Johannesburg/Rand, since 2014; XA-TWJ (formerly ZK-NAX) was sold to ZAMBIA AIRWAYS (9J-KDK) during July 2008 .... then withdrawn from service on January 10th 2009 and stored at Lusaka. It was then sold to STAR AIR CARGO (ZS-SKW) on July 3rd 2009 and leased to AIR MALAWI from September until October 2009 .... then leased to AIR NAMIBIA from June 2010 until December 2011. It was withdrawn from STAR AIR CARGO SERVICE on July 26th 2013 and is currently stored at Johannesburg in a partially cannibalized condition.
Of the original 1968 and early production factory-fresh B737-200 deliveries to NZNAC only ZK-NAD remains existent today. Following its March 1986 sale to PRESIDENTIAL AIRWAYS (NN322XV) .... this particular aircraft entered service with AMERICA WEST AIRLINES during May 27th 1987 and with whom it served until September 30th 1987. It was leased to INTER CANADIAN AIRLINES from April 28th 1988 until January 1989 .... then leased to OLYMPIC AIRWAYS from March 12th 1989 until February 14th 1990. This particular aircraft was then withdrawn from service and sold to CHARLOTTE AIRCRAFT CORPORATION on March 27th 1991 and has since been stored at Maxton, Laurinburg, USA. Investigations and a campaign under the "BRING OUR BIRDS HOME" banner, were launched by Paul BRENNAN & Associates during March 2017, with the intention of repatriating this aircraft to New Zealand for preservation and public display.
Of the later production B737-200 ADV factory fresh delivered to AIR NEW ZEALAND between 1978 and 1986 only the former ZK-NAR, NAU, NAV, NAW, NAX, and NAY remain in existence today. Following its July 1994 sale to INTERNATIONAL AIRCRAFT INVESTORS (N237TA) and lease to COPA PANAMA (HP-1297CMP) from October 1995 until March 2003, the former ZK-NAR was leased to PHEONIX AVIATION (EX-012) from April 1st 2003 .... then sub leased to AIR CORRIDOR from from August 8th 2004 until February 12th 2005. It was next leased to AVE.COM (A6-PHF) from December 2006 until July 2010. It is believed this particular aircraft has been stored at Sharjah since its 2011 withdrawal from service. The former ZK-NAS, following its sale to IAI PACIFIC LEASING (N318CM) on June 16th 1995, was also leased to COPA PANAMA AIRLINES (HP-1288CMP) from June 22nd 1995 until June 15th 2002, then leased to PHEONIX AVIATION (EX-009) from March 2003 .... and also sub leased to AIR CORRIDOR until February 2005. It was next leased to ITEK AIR from March 2006 but W/O as the result of a fatal landing accident at Bishkek, Kyrygzstan, on August 24th 2008, whilst being operated on behalf of IRAN ASEMAN AIRLINES.
ACCIDENT REPORT ITEK AIR B737-219 ADV EX-009 (C/N # 22088 L/N # 676) AUGUST 24TH 2008
aviation-safety.net/database/record.php?id=20080824-0
Early marketing of the B737 (in -100 form) was not the conspicuous success BOEING had anticipated. Initial airline appeal was luke-warm only given the aircrafts limited capacity (it had originally been conceived in accordance with UNITED AIR LINES requirements) and its take-off performance was also determined to be somewhat lacking too. At an early stage of the aircrafts apparently struggling marketing BOEING even considered taking the type out of production entirely, but instead, opted to refine its B737 design and which was evolved into the slightly larger, more economic, and better performing B737-200 .... which, subjected to further developmental modifications/improvements, ultimately became "one of greatest and most successful US civil aircraft developments in world aviation history" .... evolving into semi-EFIS featured B737-300/-400/-500 and advanced NG avionics featured B737-600/-700/-800 models through the 1980's and 90's .... and during the early 2000's being ultimately further developed into modernized and even more advanced and economic Hi-Tech B737 MAX 7/8/9/and 10 aircraft versions that remain in production today (despite recent technical issues). Had BOEING's development and marketing of the B737-200 failed completely, then from a New Zealand perspective, such would likely have resulted in significant corporate and political embarrassment within NZNAC and the New Zealand government of the late 1960's era (heads would undoubtedly have rolled at both levels), given the then government owned airline had (through the insistence of its management) committed to an aircraft type prior to it ever first flying and being commercially proven.
US-built DC-3, L-10A ELECTRA, and L-18-56 LOADSTAR propliners, supported by a variety of smaller and earlier developed British-built propeller-driven aircraft types too, founded NZNAC and pioneered the airlines New Zealand domestic air routes between 1947 and the late 1950's. Both VISCOUNT and F27 jet-prop/turbo-prop aircraft elevated both the reliability and quality of these services from the late 1950's, but, pure jet B737-200 aircraft truly modernized and transformed the efficiency of air travel over New Zealand's domestic main trunk air routes from 1968 .... these particular aircraft ultimately becoming back bone of the AIR NEW ZEALAND domestic fleet (following the 1978 NZNAC/AIR NEW ZEALAND merger) and remaining in service with the airline until 2002. The B737-200 flew faster, higher, carried more with greater economy and in superior comfort as PAX/freight loadings over New Zealand's domestic air routes continued growing rapidly from the late 1960's. For 33 years these aircraft literally oiled the wheels of New Zealand industry transporting production and uniting people in the interests of commerce, tourism, and general travel needs. The operational capability and versatility of the B737-200 was unsurpassed and undeniably evident not just in regard to the success of NZNAC's/AIR NEW ZEALAND's domestic operations, but, also in relation to both trans-Tasman and Pacific regional services equally successfully operated by these aircraft .... and which ultimately played a major role in cementing both AIR NEW ZEALAND's superb international service reputation and the popularity of New Zealand as a world class holiday destination for foreign travelers. It's probably fair to say that just as BOEING designed and built the B737-200 .... so the B737-200 has also since built airlines and aided development of economies around the world too given there are few global regions within which these impressive little aircraft have not been extensively flown .... and more-so given the fact there is very little that B737-200 aircraft cannot successfully be adapted to or accomplish well.
Mark C
AKL/NZ
