A lifetime interest ... and ... 27 years research

[aerofoto - HJG Admin]

"ECHOES OF AN ERA" (PART 1)

Gone now, but, by no means forgotten. The origins of New Zealands SEA BEE AIR .... an amphibious airline that was based at Aucklands downtown waterfront between the mid 1970's and early early 1990's .... may be traced back to the formation of AMPHIBIAN AIRWAYS at Invercargill, in the South Island of New Zealand.

AMPHIBIAN AIRWAYS was founded, during 1949, by a small group of New Zealand pioneer aviators .... Fred ADAMS, Arthur DUTHIE, Harry ENGLISH, and Arthur HAMILTON .... in company with a syndicate of Southland businessmen/investors .... with the intention of forming an airline to fly primariliy from Invercargill .... across the Fauveaux Straight .... to New Zealands southernmost community on Stewart Island.

The absence of any airstrip on Stewart Island, at the time, but, an abundance of fiords, lakes, and other coastal waterways littered throughout New Zealands beautiful Southland region, obviously, favoured marine or amphibious type aircraft for this venture.

A GRUMMAN G44-A WIDGEON .... which had been operated in New Guinea since 1946 .... was located and acquired from the AUSTRALASIAN PETROLEUM CORPORATION/VACUUM OIL COMPANY, based in Sydney, Australia. and then imported/shipped to New Zealand, during December 1950, to become ZK-AVM (ex VH-AZO).

Grumman G44-A Widgeon VH-AZO in Australasian petroleum Corporation livery circa 1949. Photo: Mr WIDGEON collection.


Grumman G44-A Widgeon ZK-AVM in Amphibian Airways livery during 1951. Photo: Ed COATES collection.

G44-A WIDGEON C/N # 1466 ZK-AVM - KNOWN HISTORY

Built as a civil WIDGEON, 1946, NC86640
Sold to AUSTRALASIAN PETROLEUM CORPORATION/VACUUM OIL, December 1946, VH-AZO
Sold to AMPHIBIAN AIRWAYS, Invercargill, New Zealand, December 1950, ZK-AVM
Inherited by NZ TOURIST AIR TRAVEL, Auckland New Zealand, August 4th 1961, ZK-AVM
Converted to SUPER WIDGEON (260 HP Continental IO-470-D engines) 1965
Inherited by MOUNT COOK AIRLINES, Auckland New Zealand, December 31st 1967, ZK-AVM
Leased to STEWART ISLAND AIRWAYS, Invercargill, New Zealand, May 1st 1976, ZK-AVM
STEWART ISLAND AIRWAYS, Invercargill, New Zealand, September 3rd 1976, ZK-AVM
Inherited by SEA BEE AIR, Auckland, New Zealand, October 22nd 1976, ZK-AVM
Returned to SEA BEE AIR, Auckland, New Zealand, November 1976, ZK-AVM
Sold to Peter WALKER, Sydeney, Australia, July 1979, ZK-AVM/AT373N
Loaned to SEA BEE AIR/FIJI AIR, Suva, Fiji, August 1979, ZK-AVM/AT373N
Returned to SEA BEE AIR/Peter WALKER, Auckland, New Zealand, July 1981, ZK-AVM/AT373N
Withdrawn from service and stored, Auckland, New Zealand, July 1981, ZK-AVM
Sold to CORAL WINGS, Cairns, Australia, May 1987, VH-WET
Sold to HASSIM EXPDITIONS & ADVENTURES, Papua , New Guinea, April 1994, P2-WET
Sold to Owen HARNISH, Auckland, New Zealand, July 1st, 1996, ZK-AVM
Leased to SALT AIR, Paihia, Bay Of Islands, New Zealand, ZK-AVM - date unknown
Withdrawn from service and stored at Auckland, New Zealand, 2000, ZK-AVM
Sold to Warren DENHOLM/AVSEPCS LTD, Auckland, New Zealand, May 2012, ZK-AVM
CURRENTLY STORED AT ARDMORE AERODROME, SOUTH AUCKLAND, NEW ZEALAND

GRUMMAN G44/A WIDGEON TECHNICAL SPECIFICATIONS - ORIGINAL CIVIL CONFIGURATION

Length = 31fT i IN
Wing Span = 40 FT
Power Plant = 2X Ranger L-440C-5 engines rated at 200 HP
Weight = 4,500 LBS MGTOW
PAX Capacity = 4-5 (plus 1X pilot)
Range = 800 NM
Speed = 150 KTS (max) - 130 KTS (typical cruise)
Type = Light amphibious transport with fixed/non-retractable wingtip floats

GRUMMAN JRF-2 TECHNICAL SPECIFICATIONS - ORIGINAL MILITARY CONFIGURATION

Same as above except in regard to the following details ....

Type = Light amphibious utility/transport. Instrument trainer. Coastal patrol flying boat
Armament = 1X 200 LB depth charge - anti-submarine patrol

On August 1st 1942 a US COAST GUARD JRF-1 (V212) was credited for depth-charging and sinking the German submarine U-166 off the Mississippi Delta, in the Gulf Of Mexico .... although more recent evidence suggests this may in fact have been U-171 and that the aircrafts attack "did not" result in a sinking of this submarine. The latter has gained credibility since the confirmed wreck of U-166 was discovered, recently, by BP/SHELL OIL .... some 100 miles further south of the aircrafts reported attack position and at a locality which is also consistent with the USS PC-566 having reported attacking a German submarine on July 31st 1942. The official war diary from the U-171 also, apparently, records it having been attacked, by air, near the WIDGEON's reported attack position on August 1st 1942 but without any serious damage having been inflicted.

This particular aircraft was built as a civil WIDGEON, during 1946, and became the very first of its type to be operated in New Zealand .... and was also the only one of its type to ever see service in Australia.

After reassembly, flight testing, and pilot training .... a number of pre-inaugural services were operated throughout the Southland region, between January and February of 1951, with the aircraft then commencing charter services for AMPHIBIAN AIRWAYS on March 16th 1951 .... followed by non-sked services between Invervargill and Stewart Island from October 1st 1951.

Despite initial reservations as to the suitability of these aircraft for operations within an environment as challenging as that imposed by the Southland geography and its associated weather conditions, as well as their practicality for airline type operations too, the WIDGEON quickly proved its unique versatility, and dependability, and a 2nd GRUMMAN G44 WIDGEON, ZK-BAY (ex N9326H), was acquired from the USA during 1952 ....

Grumman G44 Widgeon N9326H in private US ownership circa 1950. Photo: Mr WIDGEON collection.


Amphibian Airways Grumman G44 Widgeon ZK-BAY shortly after entering the New Zealand civil air register during 1952. Photo: Private Collection.


Amphibian Airways Grumman G44 Widgeon ZK-BAY at Stewart Island during 1955. Photo: Steve LOWE/3RD LEVEL NZ collection.

J4F-2/G44 WIDGEON C/N # 1362 ZK-BAY - KNOWN HISTORY

Built as a J4F-2, 1944
Delivered to US NAVY, 1944, BUA 37732
Transferred to ROYAL NAVY (GOSLING 1), 1944, FP462
Returned to US NAVY, October 1945, BUA - unknown
Converted for civil use (G44 WIDGEON) N9236H - date unknown
Other details prior to 1952 - unknown
Sold to AMPHIBIAN AIRWAYS, Invercargill, New Zealand, 1952, ZK-BAY
Inherited by NZ TOURIST AIR TRAVEL, Auckland New Zealand, August 4th 1961, ZK-BAY
Converted to SUPER WIDGEON (260 HP Continenal IO-470-D engines) 1965
Inherited by MOUNT COOK AIRLINES, Auckland New Zealand, December 31st 1967, ZK-BAY
WRITTEN OFF NEAR BROWNS ISLAND, WAITEMATA HARBOUR, AUCKLAND, NEW ZEALAND, DECEMBER 24TH 1970

ZK-BAY was an early production former military aircraft that saw service from 1944 .... as US NAVY (BUA 37732) J4F-2. It was also one of 15 of the type that were transferred to the ROYAL NAVY (FP462) under the US/UK Lend-Lease program to be operated by RAF COASTAL COMMAND .... as GOSLING 1 aircraft .... before returning to the US NAVY after WW2 and later being converted for civil use.

The GRUMMAN G44 WIDGEON (the earliest/original production model) and the GRUMMAN G44-A WIDGEON (the later production/modified model) both varied .... principally in regard to the aircrafts lower hull/keel shape.

For almost 10 years AMPHIBIAN AIRWAYS' blue/yellow liveried GRUMMAN WIDGEON's struggled to maintain the airlines non-sked/PAX air services between Invercargill and Stewart Island; Coastal service/supply runs (to the manned lighthouse and Puysegur Point near Presevgation Inlet at the southernmost tip of the Fiordland coastline, and fishing vessels at sea), along with occasional air ambulance mercy flights; And charters (fishing/hunting expeditions in particular) into remote and otherwise inaccessible locations throughout the natural and unspoiled Fiordland (National Park) and Southern Lakes districts of the expansive and rugged southwestern region of New Zealands South Island (Lakes Poteriteri, Hauroko, Monowai, Manapouri, Te Anau, and occasionally Lake Wakatipu/Queenstown, and most of the fiords and sounds along the Fiordland coastline between Puysegur Point and Milford Sound all being serviced) and to Stewart Island .... most of which were advertised/billed as "Unusual Holidays" and "Great Southern Adventures".

An impression of the isolation, remoteness, and inaccessibility associated with parts of this region may be realised by the fact that, during its early operational years, the airline even discovered a previously uncharted Southland lake ("Lake Monk" .... named for the airlines foundation pilot captain Jim MONK) and which, apart from becomming New Zealands first ever amphibious air operator, is possibly its only other major claim to fame.

Although the airlines services proved to be quite practical .... as well as very unique within New Zealand at the time also .... the operations of AMPHIBIAN AIRWAYS were never entirely successful/properous. Despite providing an essential air link between Stewart Island and the mainland .... the demand for its services generally peaked only during the summer months of each year, but, were not sufficiently consistent throughout the remaining off-season months of each year .... a situation that was unaided by the fact that Southland, during this period, was also a region of commercial decline. These factors starved the airline of growth potential .... of the type necessary to encourage/justify ongoing financial support by its shareholders seeking a return for their investment in the airline. After several years of more-or-less static activity, consecutive losses .... and subsequent consolidation .... New Zealands first ever commercial amphibious airline venture finally accepted a takeover bid from the Auckland based NZ TOURIST AIR TRAVEL, on July 25th 1961, and both airlines formally merged on August 4th 1961.

NZ TOURIST AIR TRAVEL was founded during 1954 .... as the result of a disagreement among directors of the Invercarill based AMPHIBIAN AIRWAYS. More enterprising and visionary members of the South Island airlines board had realised, from a very early stage, the limited growth prospect available to their airline with services based solely within the Souththland region, and were keen to expand operations into New Zealands North Island .... to exploit the, obviously, greater potential available within the comparatively more prosperos north, and by using GRUMMAN WIFGEON aircraft to operate similar amphibious air services, from Auckland to the scattered island communities of the similarly remote and expansive Hauraki Gulf region. This aspiration, innevitably, resulted in a clash of philosophies among the southern airlines board members ("Auckland can look after itself"[/b] being the prevailing attitude) .... and which resulted in co-director Harry ENGLISH, in company with a number of like-minded investors, then severing ties with AMPHIBIAN AIRWAYS in order to persue, independently, the prospect of such an amphibious air service being established within New Zealands North Island.

A GRUMMAN G-44 WIDGEON was located and acquired from REGIE AERIEN INTERINSULAIRE (renamed RESAU AERIEN INTERINSULAIRE during 1958 and having also operated under the AIR TAHITI brand), based in Papeete, Tahiti, French Polynesia .... and then imported/Shipped to New Zealand, during November 1954, to become ZK-BGQ (ex F-OAGX).

Philatelic artwork by J.L.RAQUET comemorating the devlopment of aviation in French Polynesia with this extremly rare image of Grumman G44 Widgeon F-OAGX in RAI livery prior to its sale to NZTAT as ZK-BGQ


Grumman G44 Widgeon ZK-BGQ in its original NZTAT livery shortly after entering service during 1955. Photo: Mr WIDGEON collection.

J4F-2/G44 WIDGEON C/N # 1356 ZK-BGQ - KNOWN HISTORY

Built as a J4F-2, 1944
Delivered to US NAVY, 1944, BUA 37761
Transferred to US COAST GUARD, 7761 - date unknown
Converted for civil use (G44 WIDGEON) June 26th 1947, NC67193
Other details prior to 1949 - unknown
Sold to REGIE AERIEN INTERINSULAIRE, Papeete, Tahiti, French Polynesia, March 1949
Sold to NZ TOURIST AIR TRAVEL, Auckland, New Zealand, November 1954, ZK-BGQ
Converted to SUPER WIDGEON (260 HP Continenal IO-470-D engines) 1965
Inherited by MOUNT COOK AIRLINES, Auckland New Zealand, December 31st 1967, ZK-BGQ
Inherited by SEA BEE AIR, Auckland, New Zealand, October 22nd 1976, ZK-BGQ
Leased to STEWART ISLAND AIRWAYS, Invercargill, New Zealand, November 1976, ZK-BGQ
Returned to SEA BEE AIR, Auckland, New Zealand, March 1977, ZK-BGQ
WRITTEN OFF AT KELLYS BAY, KAIPARA HARBOUR, NORTH AUCKLAND, NEW ZEALAND, JANUARY 21ST 1980

This particular aircraft became the very first of the type to be operated by NZ TOURIST AIR TRAVEL. It too had been a former US NAVY (BUA 37761 .... later registered to the US COAST GUARD as 7761) J4F-2 aircraft from 1944 and prior to being converted for civil use after WW2. It was also the very first aircraft to be operated by RAI .... having entered service with the airline on March 14th 1949 .... to operate interisland services between Tahiti , Moorea, Tetiaroa, Huahine, Raiatea, Bora Bora, Tupai, and Maupiti .... being among the most frequently serviced destinations .... in addition to charters to the Australes, Gambier, Tuamotu, and Marquesas archipeligos of French Polynesia .... and also, occasionally, flying as far west as Aitutaki, in the Cook Islands, in order to connect with NZNAC/TEAL services to Auckland, New Zealand).

Technical assistance to the fledgling new airline was provided by TEAL (now AIR NEW ZEALAND) whom, at the time, still operated SHORTS SOLENT flying boats from Aucklands Waitemata Harbour .... and which it used to service its famous Coral Route through the islands of Polynesia (Fiji, Western Samoa, the Cook Islands, and Tahiti). These were the days before Auckland International Airport had ever been developed from the existing Mangere Aerodrome .... and also before Aucklands Whenuapai Airport (now RNZAF Base Whenuapai) had been developed into an air terminal of any major regional significance.

The overhaul of GRUMMAN WIDGEON ZK-BGQ took much longer to complete and also became a considerably more expensive proposition than was anticipated. Given the very poor state of its airframe .... after an apparently hard life operating within the islands of French Polynesia (the aircraft was, apparently, little more than a corroded wreck .... in the oppinion of some TEAL engineers), what was, originally, intended to have been a mere overhaul, recertification, and then service re-entry escalated into a major time and resource consuming total airframe rebuild. Upon its reassembly, flight testing, crew training, and delivery to NZ TOURIST AIR TRAVEL on May 2nd 1955 .... the WIDGEON then operated a number of pre-inaugural and proving flights throughout the Auckland and Hauraki Gulf region (in the words of the airlines chief pilot and general manager captain Fred LADD .... "given such a great abundance of harbours, bays, beaches, coves, lakes, and islands located throughout the Auckland, Hauraki Gulf, and Northland reguions, and before we ever had any idea as to where we actually intended to fly .... if it was wet then I wanted to land on it") ....

NZTAT Grumman G44 Widgeon ZK-BGQ at Kawau Island on an early preinaugural flight during 1955. Photo: NZ Press/3RD LEVEL NZ collection.


NZTAT Grumman G44 Widgeon ZK-BGQ at Great Barrier Island on another early preinaugural flight during 1955 Photo: NZ Press/3RD LEVEL NZ collection.

.... prior to NZ TOURIST AIR TRAVEL actually commencing non-sked amphibious PAX/freight air services from its downtown Auckland terminus, at Mechanics Bay, on June 29th 1955 .... although regular services did not commence until October 24th 1955.

The airlines primary PAX/freight services, to most major ports scattered throughout the isolated/remote off-shore island communities of the Hauraki Gulf, were suplimented by scenic tourist joyrides/"Magic Carpet" flights over the Auckland region (targeted at both visiting cruise liner traffic as well as local mainland markets/interest) .... and charters to virtually any destination throughout New Zealand in accordance with demand.

Business at NZ TOURIST AIR TRAVEL was "i-n-c-r-e-d-i-b-l-y s-l-o-w t-o d-e-v-e-l-o-p" .... until public philosophy began to adapt to concept of amphibious air services and the advantages these offered .... in that the GRUMMAN WIDGEON was an aircraft with the unique capability of being able to fly off and land on most waterways .... then roll right up onto most beaches in the absence of any airstrip .... or alternatively .... it was even able to operate between most airstrips, where these were available, and as a conventional land-based aircraft. A particular convenience offered by NZ TOURIST AIR TRAVEL services was that PAX/freight traffic, originating from downtown Auckland, could be delivered, quickly, and directly .... almost to the very doorstep on any one of the airlines intended Hauraki Gulf island destinations, rather having to rely upon slow. often indirect, shipping agencies/services .... or in the case of return traffic to the mainland .... avoiding any need to be routed via rural airports which then imposed the added inconvenience of having to rely upon lengthy, and infrequent, road transport services in order to reach final destinations throughout the central city and most of its surrounding suburbs.

Prior to the introduction of regular amphibious air services to the Hauraki Gulf, islanders, having previously relied upon slow and infrequent coastal shipping/ferry services (succeptable to interruption, for days-on-end, by the dictates of certain seasonal weather patterns) as their only means of general transport, supply, and emergency evacuation to the mainland, presented captain LADD with an early, and particularly frustrating, challenge during pre-inaugural service peomotions. This became evident by the simple-minded mentality which existed among some of these communities, at the time, and in respect of precisely what the new air service represented and how these outlying island communities, actually, stood to benefit .... as was hilited by the following period dialogue ....

“Captain LADD .... we think it’s wonderful that you’re going to run this air service between Great Barrier Island and the mainland .... but .... none of us will be able to fly on it because we always use the boat”[/b]

Such dialogue was, possibly, intended to mask over most peoples basic fear of flying more than anything else, but, it was the large and succulent Crayfish resources from the outer islands of the Hauraki Gulf (lacking a food vendors licence these Crayfish .... "Craybirds" as they were marketed .... were sold by the airline as "pets" .... whilst, to satisfy health department officialdom, it disavowed any knowledge or post sale responsibility in regard to pecisely what its clientele did with their "pets" .... recalled captain LADD) .... AND .... what soon became frequent air ambulance/mercy flights ("pregnant women in particular would, typically, sit and wait 9 months .... and 1 day .... before ringing the bell .... and then we'd end up going like hell" .... in the words of captain LADD) that eventually popularized and proved the value of NZ TOURIST AIR TRAVEL's amphibious air services in Auckland .... endearing the airline, and in particular its foundation pilot .... captain LADD (whom later became "quite a lad"/aviation celebrety within New Zealand) .... to both island and mainland communities alike .... each of whom became increasingly-more-dependent upon the air service within a relatively very short period of time.

In fact the GRUMMAM WIDGEON's and NZ TOURIST AIR TRAVEL, in Auckland, were soon and forever personified in captain LADD .... for the joviality of his extroveted personality in as much as for the unique and valuable services these aircraft provided. Captain LADD was reknown for a/his rare and persuasive charm that literally coaxed even the most timid of PAX into flying with him .... reinforced by his simple, relaxing, soothing and confidence building light-hearted humour, which is still well remembered throughout the New Zealand aviation community today, and in the form of some his following poetic "LADDerisms" ....

"Down the ramp and into the damp"

"Lift your feet to avoid the cramp"

"Now is the hour to give'er the power"

"A shower of spray .... And we're away"

.... and anytime the sea condition was rough/choppy with the WIDGEON's (often quite violently), skipping from crest-to-crest upon each successive wave encounter during a water T/O .... captain LADD's catch-phrase of the day then became ....

"Ride'er cowboy .... Ride'er cowboy"

Captain LADD was a "dare-devil" as well as being "somewhat of a risk" taker too (one had to be in order to succeed within this sort of sport/operation), but, he was also an extremly rare, and highly admired/respected breed of airmen, among the last of New Zealands greatest post WW2 service aviation pioneers of the 1940's/50's era.

By 1957 community confidence and dependence upon NZ TOURIST AIR TRAVEL had grown to the extent that services between the airlines downtown Auckland terminus, at Mechanics Bay, Auckland, and Waiheke Island had become a daily schedule .... with a similar daily frequency also then taking effect in regard to services to and from Great Barrier Island by 1959.

New services .... to the Coromandel Peninsula commenced during 1964 .... followed by new services to Northlands Bay Of Islands from late 1966. By this time the airlines principal route network from Auckland, had expanded to include Surfdale, Oneroa, and Onetangi on Waiheke Island;Typhena, Whangaparapara, and Port Fitzroy on Great Barrier island; Paihia, Waitangi, and Russell in the Bay Of Islands; As well as the local islands of Motuihe, Rotoroa, Pakatoa, and Kauwau .... all being part of the airlines regular/daily route network .... and in addition to a mutitude of other mainland and island located beaches, bays, and coves on a less frequent basis.

A popular, but, less frequent .... and certainly a very unusual service also grew out of regular NZ TOURIST AIR TRAVEL's regular/routine operations. This took the form of occasional "Water Funerals" .... which involved the repatriation of deceased persons (usually those whom had been flown across to the mainland for medical attention, but, having succumed during post surgical convalescense) to family/community plots throughout the island communities of the Hauraki Gulf .... AND ALSO .... the dispersal of ashes over the Gulf, by special request/will, and at the convenience of the airline. "We always took these requests very seriously and then persued them with great reverence/dignity" .... recalled captain LADD.

On February 15th 1959 GRUMMAN WIDGEON ZK-BGQ was capsized/sommersalted and damaged as the result of a non-fatal water-landing accident at Bucklands Beach, at Aucklands eastern suburbs. The aircraft was repaired by TEAL and then returned to service during March 1959. A float equipped CESSNA 180 (ZK-BQI) was leased-in from LAKE TAUPO AIRWAYS whilst repairs to the WIDGEON were effected. Within a short time of its return to service .... ZK-BGQ was, once again, damaged as the result of another non-fatal water-landing accident .... this time at Port Fitzroy, Great Barrier Island .... which resulted in damage to the aircrafts wing and one of its wing tip floats.

Grumman G-44 Widgeon ZK-BGQ in a later variation of NZTAT livery during 1959. Photo: D.White/3RD LEVEL NZ.

A 2nd GRUMMAN G44-A WIDGEON, ZK-BPX (ex LV-NCG) was acquired by NZ TOURIST AIR TRAVEL on January 6th 1960 .... this particular aircraft had been built as a civil WIDGEON, during 1946, and became the first of the airlines later production/modified aircraft models. It had been operated in Argentina since 1946.

Grumman G44-A Widgeon LV-NCG during its Argentinian service years circa 1955. Photo: Mr Widgeon collection.


Grumman G44-A Widgeon ZK-BPX shortly after entering service with NZTAT during 1961. Photo: 3RD LEVEL NZ collection.

G44-A WIDGEON C/N # 1432 ZK-BPX - KNOWN HISTORY

Built as a civil WIDGEON, 1946 - registration unknown
Sold to Alberto.A DODERO, Corientes, Argentina, July 1946, LV-NCG
Sold to LA UNIVERSDAL CIA DE SEGUROS, Buenos Aires, Argentina, April 1958, LV-NCG
Sold to AYER LEASING PLAN INC, Linden, New Jersey, USA, July 1958, N4262A
Sold to NZ TOURIST AIR TRAVEL, Auckland, New Zealand, January 6th 1960, ZK-BPX
WRITTEN OFF PORT PORT PEGASUS, STEWART ISLAND, NEW ZEALAND, JANUARY 15TH 1964

Prior to the arrival of its 2nd GRUMMAN WIDGEON, NZ TOURIST AIR TRAVEL had, occasionally, leased a CESSNA 180 (ZK-BVD) land-plane from RURAL AVIATION, as additioal lift and on services between Great Barrier Island and the mainland, but, this aircraft had also proven inferior to the WIDGEON in terms of its actual load capabilities.

On August 4th 1961 the airline took control of the foundering Invercargill based AMPHIBIAN AIRWAYS .... and acquired its 2 GRUMMAN WIDGEON aircraft (ZK-AVM and ZK-BAY) along with that airlines South Island operations in the process. One of the southern based WIDGEON's were immediately transferred, north to Auckland, to join its sisterships ZK-BGQ and ZK-BPX .... whilst the other was retained at Invercargill in order to maintain restructured services between Stewart Island and the Southland region. Scenic tourist flights were also then introduced over the Southland region .... and which had not, previously, been undertaken by AMPHIBIAN AIRWAYS. It has been stated that it was the relative prosperity of the North Island operation (due to Aucklands far greater population desnity and "Gateway To New Zealand" tourism status) which enabled the South Island services to exist at all. The NZ TOURIST AIR TRAVEL take-over of AMPHIBIAN AIRWAYS also saw the realisation of Harry ENGLISH's original dream .... of a united North and South Island amphibian air service.

Grumman G44-A Widgeon ZK-AVM in early NZTAT livery and with its original Ranger engine configuration during the early 1960's and after the Ampbibian Airways takeover. Photo: Peter LEWIS collection.

NZ TOURIST AIR TRAVEL continued to prosper, and expand, throughout the 1960's as the airline absorbed the operations of a number of other small South Island land-based air operators .... RITCHIE AIR SERVICES, SOUTHERN SCENIC AIR SERVICES, and WEST COAST AIRWAYS .... each being incorporated into the airline by the mid 1960's .... to result in an extensive network of both tourist related and general air service operations throughout the Westland and Southland regions of New Zealands South Island .... all of which were operated under the NZ TOURIST AIR TRAVEL brand and using a combined land-based and amphibious fleet which comprised of CESSNA 180/185/205/206. DH82 TIGER MOTH, DH87 DRAGON RAPIDE, DH89 DOMINE, and GRUMMAN G-44/A WIDGEON aircraft. The success of its amphibious wing, in the North Island, also continued to grow throughout this period and resulted in another 2 GRUMMAN WIDGEON's then entering sevice with the airline .... G44-A ZK-CFA (ex N9096R) on July 26th 1963 .... and G44 ZK-CHG (ex N97102) on July 3rd 1964 .... both of which were acquired acquired from private ownership and aircraft brokers within the USA. ZK-CFA was another late production civil WIDGEON from 1946 .... whilst ZK-CHG had formerly been another early production US NAVY (BUA 37726 .... later US COAST GUARD 7726) J4F-2 aircraft from 1944 and which had been converted for civil use during 1947. These were also the last 2 GRUMMAN WIDGEON aircraft to be acquired by NZ TOURIST AIR TRAVEL .... and also the last of the type to be imported to New Zealand.

G44-A WIDGEON C/N # 1439 ZK-CFA - KNOWN HISTORY

Built as a civil WIDGEON, 1946, NC86613
Sold to M. PRUYN, April 1946, N86613
Sold to Rafael SANCHEZ, Havana, Cuba, CU-P-346 - date unknown
Other details prior to 1962 - unknown
Sold to Bill DANKO, Opa Locka, Florida, USA, April 5th 1962, N9096R
Sold to NZ TOURIST AIR TRAVEL, Auckland New Zealand, July 26th 1963
Converted to SUPER WIDGEON (260 HP Continenal IO-470-D engines) 1965
Inherited by MOUNT COOK AIRLINES, Auckland New Zealand, December 31st 1967, ZK-CFA
Inherited by SEA BEE AIR, Auckland, New Zealand, October 22nd 1976, ZK-CFA
Transferred to SEA BEE AIR, Funafuti, Tuvalu, March 1980, ZK-CFA
Returned to SEA BEE AIR, Auckland, New Zealand, August 1981, ZK-CFA
Sold to Owen HARNISH/VINTAGE & AQUATIC AIRWAYS, Auckland, New Zealand, August 1994, ZK-CFA
Leased to Grant HARNISH/SALT AIR, Paihia, Bay Of Islands, New Zealand, ZK-CFA - date unknown
WITHDRAWN FROM SERVICE AND STORED AT PAIHIA, BAY OF ISLANDS, NEW ZEALAND, 2000


Grumman G44 Widgeon believed to be ZK-CHG in its original J4F-2 configuration as US NAVY BUA # 37726 circa 1944. Photo: Private collection via M.VERLIN


Grumman G44 Widgeon ZK-CHG shortly after entering NZTAT service during 1964. Photo: Mr Widgeon collection

J4F-2/G44 WIDGEON C/N # 1356 ZK-CHG - KNOWN HISTORY

Built as a J4F-2, 1944
Delivered to US NAVY, 1944, BUA 37786
Transferred to US COAST GUARD, 7726 - date unknown
Converted for civil use (G44 WIDGEON) June 26th 1947, N97102
Sold to J.G McDONALD, Ann Arbor, Michigan, USA, July 2nd 1947, N97102
Sold to M.Z Milwaukee, USA, September 20th 1951, N97102
Sold to F.W CUTULLI, Miami, Floeida, USA, May 18th 1952, N97102
Sold to James.L COVERT, Louisville, Kentucky, USA, October 27th 1955, N97102
Sold to J.E SIMON, USA, April 4th 1960, N97102
Sold to Bob STOCKHOLM, Troy, New York, USA, March 19th 1962, N97102
Sold to NZ TOURIST AIR TRAVEL, Auckland, New Zealand, July 3rd 1964, ZK-CHG
Converted to SUPER WIDGEON (260 HP Continenal IO-470-D engines) 1965
Inherited by MOUNT COOK AITRLINES, Auckland, New Zealand, December 31st 1967, ZK-CHG
Withdrawn from service, May 16th, 1975, ZK-CHG
Inherited by SEA BEE AIR, Auckland, New Zealand, October 22nd 1976, ZK-CHG
Sold to Owen HARNISH, Auckland, New Zealand, July 10th 1990, ZK-CHG
Sold to Warren DENHOLM/AVSEPCS LTD, Auckland, New Zealand, 2012, ZK-CHG
CURRENTLY STORED AT ARDMORE AERODROME, SOUTH AUCKLAND, NEW ZEALAND

This 1960's boom period also saw NZ TOURIST AIR TRAVEL embark on a powerplant conversion program (undertaken by TEAL) for its entire GRUMMAN WIDGEON fleet .... replacing the aircrafts original, and underpowered, 200 HP 2-bladed-prop Ranger L-440C-5 engines with superior 260 HP Continenal IO-470-D engines with 2-bladed variable-pitch-props which promoted a significant performance boost .... and upgraded each of these aircraft to "GRUMMAN SUPER WIDGEON" specification.

NZTAT Grumman G44 and G44-A Widgeon aircraft ZK-AVM, ZK-BAY, ZK-CFA, and ZK-CHG after TEAL conversion to Continenal IO-470-D engines circa 1965. Photos: Private collection/NZ CIVAIR (ZK-AVM # 1), Steve LOWE/3RD LEVEL NZ collection (ZK-AVM # 2), Private colection (ZK-BAY), Trevor PENMAN (ZK-CFA), Mr WIDGEON (ZK-CHG # 1), D WHITE/3RD LEVEL NZ collection (ZK-CHG # 2)

GRUMMAN G44/A WIDGEON TECHNICAL SPECIFICATIONS - MODIFIED/UPGRADED CIVIL CONFIGURATION

Length = 31fT i IN
Wing Span = 40 FT
Power Plant = 2X Continental IO-470-D engines rated at 260 HP
Weight = 5,100 LBS MGTOW
PAX Capacity = 4-5 (plus 1X pilot)
Range = 1,000 NM
Speed = 150 KTS (max) - 130 KTS (typical cruise)
Type = Light amphibious transport with fixed/non-retractable wingtip floats and engine/prop modifications

During this period 2 aircraft were also discovered to require urgent keel modifications in light of their intermittent and disttressing waterlooping habit .... which had resulted in a number of previous incidents/accidents and subsequent aircraft damage. All GRUMMAN WIDGEON aircraft in existence .... and well before the period of their entry to New Zealand service .... were supposed to have undergone a mandatory keel modification. This US aviation directive was the result of several waterlooping accidents (a loss of directional control/stability) overseas and required the removal of some 6 inches of keel/step from the lower hull of each individual aircraft. Completly undetected by the NEW ZEALAND CIVIL AVIATION AUTHORITY at the time of their acquisition .... NZ TOURIST AIR TRAVEL, had, unwittingly, and quite coincidentally, acquired 2 GRUMMAN WIDGEON's that were prone to waterloop when landing on flat calm sea conditions for thei lack of having been modified .... and which turned out to be the completly unmodified ZK-BGQ .... along with the only partially modified ZK-BPX. Following the chance discovery of this major discrepency (during captain LADD's May/June 1961 tour of the USA whilst in search of a suitable GRUMMAN WIDGEON replacement) and their subsequent modification, both of these aircraft then performed flawlessly throughout the remainder of their New Zealand service.

In the case of ZK-BGQ (ex F-OAGX) .... in particular .... it was this aircrafts previous history of waterlooping (the cause of which was not detected by French aviation authorities either) that had resulted in its being involved in numerous incidents/accidents throughout the islands of French Polynesia (which was also directly attributable to NZ TOURIST AIR TRAVEL's own, occasional, difficulties with this same WIDGEON) and had prompted RAI, of Tahiti, to withdraw it from service, and then "gladly" sell/"get rid of" the aircraft during 1954 .... having already replaced it with a GRUMMAN MALLARD (F-OAII) during 1953.

It was also during Fred LADD's 1961 tour of the USA that American aircraft brokers had first endeavoured to interest NZ TOURIST AIR TRAVEL into acquiring GRUMMAN GOOSE aircraft .... as a WIDGEoN replacement. This particular persuasion was resisted by the airline on the grounds that the capacity of the GOOSE well exceeded the airlines, then, current needs.

During its 12 year operational history NZ TOURIST AIR TRAVEL earned the distinction of transporting numorous famous personalities/VIP celebrities throughout New Zealand, but, the event which became the airlines very finest hour occurred with the 1963 royal tour of New Zealand by HM Queen Elizabeth 2nd and HRH Prince Phillip/The Duke Of Edinburgh. Organisers of the royal tour paid the airline a tremendous honour when it was selected to become the official transport for HRH Prince Phillip, on the Nelson, Anakiwa, and Blenheim sector of this royal tour. In anticipation of this regal service .... GRUMMAN WIDGEON ZK-BPX in company with ZK-BGQ as a standby aircraft .... were lavishly reupholstered and overhauled at government expence. This royal flight was flown by Captain LADD on February 13th 1963 .... and which also became the Duke Of Edinburgh's first ever flight on an amphibious aircraft. Further honour was bestowed upon captain LADD during 1963 when he was nominated for, and then awarded, the MBE for his services to New Zealand and Pacific aviation .... and which was presented to him, by HRH Queen Elizabeth 2nd, on February 12th 1963, at a Wellington based ceremony, during this same royal tour.

NZ TOURIST AIR TRAVEL's royal pride of February 13th 1963 was also marred by a minor accident which involved GRUMMAN WIDGEON ZK-AVM. A landing gear defect enroute between the Bay Of Islands and Auckland prevented this aircraft from making its normal water-landing at Mechanics Bay. This forced its diversion to Whenuapai Airport and an emergency ground-landing at North Aucklands Whenuapai Airport which resulted in minor damage to the aircraft, after a partial main-gear collapse, but, without injury to either of the 2 POB. This incidentalso resulted in the urgent recall, back to Auckland, of both "Royal WIDGEON's" in order to fascilitate the airlines services over the follwing days.

On January 15th 1964 GRUMMAN WIDGEON ZK-BPX was damaged as the result of a non-fatal gear-down water-landing accident at Port Pegasus, Stewart Island.
Though this aircraft was deemed repairable, it was eventually written-off during the subsequent recovery effort and through the mishandling of the operation by the salvage company concerned. Its remains were stored at the MUSEUM OF TRANSPORT AND TECHNOLOGY, in Auckland, for a ptime, but, over time, these were also progressively canibalized of most useful parts by NZ TOURIST AIR TRAVEL, MOUNT COOK AIRLINES, and SEA BEE AIR. Whatever now remains of ZK-BPX is still believed to be held in storage somewhere within the Auckland area. This particular aircraft was also the only member of the New Zealand operated GRUMMAN WIDGEON fleet that never made conversion to Continental IO-470-D engines and "SUPER WIDGEON" status .... retaining its original Ranger engines throughut its entire, short, New Zealand service.

On December 11th 1964 NZ TOURIST AIR TRAVEL was presented the Order Of Saint John .... awarded by the NEW ZEALAND ST.JOHNS AMBULANCE SERVICE in recognition of the airlines emergency/medical evacuation services/assistance among the island communities of the Hauraki Gulf. Even today .... much is owed by so many to so few .... through countless lives being having been saved by this particular service.

And on April 8tn 1965 Fred LADD was presented the International Brackley Memorial Trophey .... awarded by the GUILD OF AIR PILOTS & NAVIGATORS, at a UK based ceremony .... and also in recognition of his/the airlines humanitarian services throughout the islands of the Hauraki Gulf .... much of which were often undertaken during adverse weather or under, otherwise, extremly difficult operating conditions.

Never one to miss any opportunity of gaining good publicity for NZTAT .... Captain LADD seized upon the first day of commercial operations at Auckland International Airport to make history on November 24th 1965 .... effectively robbing the mainstream scheduled operators of some prestige .... by operating what became "the first ever commercial arrival" at the new airport (the airport was not officially opened until January 29th 1966 .... and which was celebrated with a 3-day air pageant until January 31st 1966). An NZTAT GRUMMAN WIDGEON was chartered by the Travellers Information Service in order to perform this service .... landing at Auckland International Airport at 07:40 AM .... ahead of an AIR NEW ZEALAND/TEAL L188 ELECTRA service from Nandi/Fiji that same morning and a QANTAS AIRWAYS B707-138B service from Sydney/Australia later during day. Mabel LADD (the wife of Captain Fred LADD's) paid "One Shilling" to become "the very first fare-paying PAX" to ever step from an aircraft at Auckland International Airport .... to the disillusion of both AIR NEW ZEALAND/TEAL and NZNAC officials. Always "the showman" .... and after a brief tour of the new airports facilties .... Fred LADD then astonished assembled airline representatives by commenting ....

You can't do this with your PAX can you ![/b]

.... and upon this remark he then promptly lifted his wife over his shoulder and carried her back to the waiting GRUMMAN WIDGEON prior departing for the airlines Mechanics Bay base at downtown Auckland.

Captain LADD eventually retired from NZ TOURIST AIR TRAVEL on March 31st 1967 .... the day upon which he also flew GRUMMAN WIDGEON ZK-BGQ at low altitude, down the length of the Waitemata Harbour, and straight under the Auckland Harbour Bridge, as his final parting salute to the city of Auckland as well as a private celebration of his own 12 years of service to the Hauraki Gulf and the amphibious airline he had been instrumental in founding. This particular stunt was performed much to the horror of his unsuspecting wife, and 2 PAX/guests, whom accompanied him aboard the aircraft during this final flight. "UNDER THE BRIDGE" .... his wife exclaimed once airborne and upon sudden realisation of his intentions. "YOU'LL LOSE YOUR LICENCE .... YOU'LL LOSE EVERYTHING .... YOU CAN'T GO UNDER THE BRIDGE" .... she protested further. Taking photographs, himself, as the aircraft slipped beneath the bridges main span she once again chastized him immediately afterward .... "NOT ONLY WAS IT UNDER THE BRIDGE .... BUT .... IT WAS NO HANDS TOO" .... she retorted.

NZTAT Grumman G44 Widgeon ZK-BAY at T/O from the Waitemata Harbour and passing the Auckland harbour bridge. Photo: Gladys GOODALL/3RD LEVEL NZ collection.

This particular, and now infamous, feat resulted in Captain LADD being prosecuted under Cvil Aviation safety regulations and his summons to court .... but .... which also concluded in his then being "discharged without conviction" under terms of "leniency" provided within the law/act .... albeit with a severe reprimand (told what a "bad lad"/LADD I'd been and warned to never, ever, repeat such a violation in the future" .... according to captain LADD) by the presiding magistrate, Judge W.J.MEADE, and also then having court costs awarded against him.

Fred LADD went on to colourfully persue his, then, growing interest in both rotary wing and other tourist related aviation ventures within the Rotorua and Taupo regions of New Zealands central North Island .... particularly under the GUYSERLAND AIRWAYS/FRED LADD's VOLCANIC WONDERFLITES, and AIR CENTRAL banners, followed by his later interest in recreational gliding .... the latter of which also resulted in his coining of what then became one of his final famous "LADDerisms" ....

"A shower of grass .... And I'm on my arse"[/b]

.... as he, himself, later described.

Captain Fred LADD passed away, of Cancer, on January 22nd 1989, at the age of 80 years .... having logged some 21,109 hours total flying time. His passing marked the end of another era in New Zealand aviation history, but, it by no means represented the final chapter in the classic New Zealand GRUMMAN amphibian story.

Mark C
AKL/NZ

ADDENDA ....

Special thanks to Father Steve LOWE/"3RD LEVEL NEW ZEALAND" for his kind co-operation in regard to my use of a number of early aircraft images featured within "PART 1" of this article. I recommend that anyone interested in learning more about some of New Zealands past and present 3rd level airlines/operators should take time to familiarise themselves with the following fascinating website ....

3RD LEVEL NEW ZEALAND
3rdlevelnz.blogspot.co.nz/

PLEASE NOTE: I have endeavoured to credit all early photos (those not taken by me personally) to their known/rightful photographers .... or source of supply. Contact me directly in cases of any errors or omissions and I will do my utmost to ensure correct/propper accreditation if anything else is amiss.

[aerofoto - HJG Admin]

"ECHOES OF AN ERA" (PART 2)

During late 1967 the nationwide air services of NZ TOURIST AIR TRAVEL were taken over by MOUNT COOK AIRLINES .... initially as a wholly owned subsidiary of the MOUNT COOK GROUP .... which saw the amphibian operation continue under its former/NZ TOURIST AIR TRAVEL identity .... until June 1969 .... when it was then formally rebranded under the MOUNT COOK AIRLINES banner. This purely voluntary merger saw the NZ TOURIST AIR TRAVEL name then vanish into New Zealand civil aviation history .... and the MOUNT COOK GROUP suddenly then aquire both a ready made North Island route network, from Auckland, as well as a manopoly in the New Zealand domestic tourist/travel market. The former red/cream NZ TOURIST AIR TRAVEL livery, on each of the 5 remaining GRUMMAN WIDGEON aircraft (ZK-AVM, ZK-BAY, ZK-BGQ, ZK-CFA, ZK-CHG), was replaced with the pale blue/white fuselage stripping, Alpine Lilly tail logo, and "MOUNT COOK AIRLINES" titles of the new parent company from late 1969.

Mount Cook Airlines Grumman G44 Widgeon ZK-BGQ arriving at Mechanics Bay, Auckland, during 1973. Photo: D.McVICKER/3RD LEVEL NZ collection.


Mount Cook Airlines Grumman G44 Widgeon ZK-BGQ at Mechanis Bay, Auckland, during 1976. Photo: Mr WIDGEON collection.


Mount Cook Airlines Grumman G44-A Widgeon ZK-CFA at Invercargill during the late 1960's. Photo: B.KERR/3RD LEVEL NZ collection collection.


Mount Cook Airlines Grumman G44 Widgeon ZK-CHG at Mechanis Bay, Auckland, during 1974. Photo: Bruce GAVIN/3RD LEVEL NZ collection.


3 Mount Cook Aitlines Grumman Widgeon aircraft at Great Barrier Island during the late 1960's, Photo: Mike NEWMAN/3RD LEVEL NZ colection.

Amphibious air services to the islands of the Hauraki Gulf, and to Northlands Bay Of Islands, from the airlines downtown Auckland terminus at Mechanics Bay .... and to Stewart Island, and the Southland region, from Invercargill in the South Island .... all continued to operate ....

Mount Cook Airlines Grumman G44-A Widgeon ZK-AVM at Invercargill during the mid 1970's. Photo: Private collection/NZ CIVAIR.

.... although the basic philosophy behind these operations changed, in accordance with the MOUNT COOK GROUP insistence, to then fly these as sked rather than non-sked type services in order to remain consistent with its other air operations throughout New Zealand.

Given that most of the work undertaken by the amphibians was seasonal/on demand, along with the new operators relative inexperience with marine aviation, combined with the fact that these operations were now being directed from Christchurch .... by a management team that were both geographically and philosophically distanced from both Auckland, and Invercargill .... along with the rapidly changing economic world climate of the early 1970's, and to some extent simply falling victim to a lot of its "bad luck" also .... major operational difficulties soon arose.

In fact the 7 years during which these amphibious air services were managed by the MOUNT COOK GROUP proved to become "t-h-e m-o-s-t d-i-f-f-i-c-u-l-t" and u-n-f-o-r-t-u-n-a-t-e" throughout the entire history of these operations both previously and subsequently.

On October 24th 1968 GRUMMAN WIDGEON ZK-AVM was capsized and damaged as the result of a non-fatal water-landing accident at Halfmoon Bay, Stewart Island. Freak wind gusts flipped/capsized the WIDGEON during its landing and which also resulted in it then being partially submerged. This aircraft was successfully salvaged, repaired, and then returned to service during December 1968. Confusion between this particular accident .... and the 1964 accident to GRUMMAN WIDGEON ZK-BPX at Port Pegasus, Stewart Island .... may have arisen in the past due to both incidents having occurred at Stewart Island, and involving the very same pilot, as well as the fact that ZK-AVM was (in all probability) still supporting NZ TOURIST AIR TRAVEL livery at the time of this 1968 accident and prior to its rebranding with MOUNT COOK AIRLINES livery.

Then on December 24th 1970 GRUMMAN WIDGEON ZK-BAY was written-off in a fatal and very public accident on Aucklands Waitemata Harbour.

Grumman G44 Widgeon ZK-BAY in original/late 1960's Mount Cook Airlines livery. Photo: Gladys GOODALL/3RD LEVEL NZ collection.


The wreckage of Grumman G44 Widgeon ZK-BAY after the accident on December 24th 1970. Photo: NZ Press/3RD LEVEL NZ collection.

This aircraft had been chartered by a TELEVISION NEW ZEALAND news crew to film and report upon a vessel ablaze in the vicinity of Browns Island. All 4 POB were instantly killed when the aircraft was seen to suddenly dive, vertically, into the sea, with tremendous force, during a steep banking turn over the wreck (the official report states .... "inexplicable loss of control during a steep manouvre and at an altitude from which recovery was not possible before the aircraft struck the sea"[/b]). The heroic attempt by a PAX, and a crew member, aboard the hydrofile "Monowai" (considering the appreciable danger of both avgas and aircraft wreckage in the water surrounding the crash site), which was in close proximity to the accident, were completly in vain .... although tey did manage to attach a marker bouy to the aircraft wreck prior to its submergence. This was the very first air accident to ever befall MOUNT COOK AIRLINES .... and it also remains the worst to have ever afflicted the operations of GRUMMAN amphibian aircraft within New Zealand.

On February 28th 1972 GRUMMAN WIDGEON ZK-CFA was capsized and damaged in a non-fatal water-landing accident at Catherine Bay, Great Barrier Island. This aircraft, also, was repaired and then returned to service .... and then on March 31st 1972 GRUMMAN WIDGEON ZK-CHG was involved in a water-T/O incident Mechanics Bay, Auckland, which resulted in damage to one of its wing tip floats after the aircraft impacted a sizeable boat wake. It too was repaired and later returned to service.

This string of unfortunate accidents/incidents within such close succession, and the associated bad media coverage which followed these events, resulted in a loss of public confidence in the GRUMMAN amphibians, for a short time, but more importantly, it also imposed significant, as well as additional and unanticipated, financial strains upon the MOUNT COOK GROUP .... especially in regard to repairs to aircraft that were already old and becomming increasingly more costly to maintain. The oil price shock of the early 1970's severely impacted the profitability of airlines around the world .... and further exasperated difficulties already being experienced by the MOUNT COOK GROUP in relation to its amphibian air services. This prompted consideration of a fleet replacement program for its entire amphibious wing.

On October 19th 1972 the airline acquired GRUMMAN G21-A GOOSE ZK-DFC (ex N19DF) from the USA .... powered by 2X 456 HP P&W R-985-SB2 Junior Wasp engines with 3-bladed and variable-pitch-props.

Chalks Airline Grumman G21-A Goose N1621A circa 1969 and prior delivery to Mount Cook Airlines as ZK-DFC. Photo: Private collection/SUNSHINE SKIES.


Grumman G21-A Goose N19DF/ZK-DFC delivery to Mount Cook Airlines during October 1972. Photo: Private collection.


Grumman G21-A Goose ZK-DFC in early Mount Cook Airlines livery during 1974. Photo: B.KERR/3RD LEVEL NZ collection.


Grumman G21-A Goose ZK-DFC in final Mount Cook Airlines livery during 1976. Photo: 3RD LEVEL NZ collection.

JRF-5/G-21A GOOSE C/N # B-104 ZK-DFC - KNOWN HISTORY

Built as a JRF-5, 1944
Delivered to US NAVY, November 1944, BUA 84809
Converted for civil use (G21-A GOOSE) - date unknown
Sold to CHALKS AIRLINE, Miami, Florida, USA, N1621A - date unknown
Sold to DEAN FRNKLIN ENTERPRISES, Miami, Florida, USA, N19DF - date unknown
Other details prior to 1972 - unknown
Sold to MOUNT COOK AIRLINES, Auckland New Zealand, October 19th 1972, ZK-DFC
Inherited by SEA BEE AIR, Auckland, New Zealand, October 22nd 1976, ZK-DFC
Leased to GREAT BARRIER AIRLINES, Auckland, New Zealand, 1989, ZK-DFC
Sold to INTERCON DEVELOPMENTS LTD/POVO AIR CHARTER, Miami, Florida, USA, September 1991, N3116TA
WRITTEN OFF WEST CAICOS ISLAND, BAHAMAS, CARIBBEAN SEA, DECEMBER 15TH 1992

GRUMMAN G21-A GOOSE TECHNICAL SPECIFICATIONS - ANGUS McKINNON ENTERPRISES CIVIL UPGRADE/MODIFICATION

Length = 38fT 4 IN
Wing Span = 50 FT 10 iN
Power Plant = 2X P&W R-985-SB2 Junior Wasp engines rated at 250 HP
Weight = 8,000 LBS MGTOW
PAX Capacity = 10-12 (plus 1X pilot)
Range = 900 NM
Speed = 190 KTS (max) - 130 KTS (typical cruise)
Type = Amphibious transport with retractable wingtip floats

GRUMMAN JRF-5/6B TECHNICAL SPECIFICATIONS - ORIGINAL MILITARY CONFIGURATION

Same as above except in regard to the following details ....

Type = Utility transport. Navigational trainer. Air/sea escue. Coastal patrol amphibious flying boat with fixed/non-retractable wingtip floats
Armament = 2X 250 LB depth charge - anti-submarine patrol

This particular aircraft was originally built to military specifications during 1944 .... as a US NAVY JRF-5 (BUA 84809). After WW2 it was converted to a civil GOOSE and became one of a number of these aircraft that were later upgraded by ANGUS McKINNON ENTERPRISES with clipped wing tips and retractable wing tip floats .... and became the very first of the type to be operated in New Zealand. The GRUMMAN GOOSE could carry significantly higher payloads than the GRUMMAN WIDGEON, but, for relatively similar operating costs (in fact it has been stated that just as quickly as a 10-12 seat GoOSE would return a profit .... a 4-5 seat WIDGEON would just as promptly devour it .... "A Shower of spray ruins a business day" .... being the catch-phrase use to make this particular point) and also had superior rough water performance characteristics than the WIDGEON's too. A 2nd GRUMMAN G21-A GOOSE (ex N7533 .... the New Zealand civil registration ZK-MCC had already been allocated) was also acquired from the USA, but, on October 11th 1974 this particular aircraft was written-off as the result of a ground-landing accident at Wichita, Kansas, prior to its delivery flight to New Zealand. The airline consequently inherited a stock of spare parts, but, remained short of an aircraft. This imposed even further strain upon the MOUNT COOK GROUP when GRUMMAN GOOSE ZK-DFC, followed by GRUMMAN WIDGEON ZK-CHG, were both, simultaneously, withdrawn from service for extensive overhauls .... in anticpation of GRUMMAN GOOSE ZK-MCC having, then, already entered service. MOUNT COOK AIRLINES amphibious wing was, consequently, forced to struggle maintaining both its North Island and South Island amphibian services using its 3 remaining/available GRUMMAN WIDGEON's .... ZK-AVM, ZK-BGQ, and ZK-CFA. A BN ISLANDER (assuming the ZK-MCC registration) was quickly pressed into service on the airlines Auckland/Bay Of Islands (Kerikeri) route in attempt to minimize the the impact of problems being imposed by unavailability of both the GRUMMAN GOOSE and another WIDGEON in the North Island.

By the mid 1970's losses being incurred by the amphibious wing of the MOUNT COOK GROUP had become unsustainable .... and the writing was then on the wall. Higher operating and maintenance costs inherent from the still escalating cost of avgas and the ever present effects of salt water corrosion on older airframes .... along with the ongoing/deteriorating world economic climate .... as well as its own bad manaegement to a certain extent also (the company, supposedly dedicated to New Zealand tourism .... actually did very little, at all, to actively promote some of the tourist destinations serviced by its amphibious wing. As the cost of maintaining its amphibian operations continued to rise .... the company simply responded by increasing PAX fares and freight tariffs accordingly .... to the extent that these sevices were eventually pushed well beyond of the reach of most individuals) .... each conspired to, eventually, force the MOUNT COOK GROUP to announce, during late 1975, the discontinuation of its involvement with amphibious air services. Amphibious services within the North Island, from Auckland, ceased from April 31st 1976 .... despite vociferous protest from the isolated island communities of the Hauraki Gulf. With the exception of a single GRUMMAN WIDGEON (ZK-AVM) .... then leased to fledgling STEWART ISLAND AIRWAYS .... 6 months were to pass before amphibious air services were, once again, restored within the North Island.

MOUNT COOK AIRLINES inaugurated services for STEWART ISLAND AIRWAYS (now SOUTHERN AIR) on May 1st 1976 .... using GRUMMAN WIDGEON ZK-AVM to maintain the vital Stewart Island/Invercargill airlink. STEWART ISLAND AIRWAYS formally, took control of this service on September 3rd 1976 .... at which point this particular aircraft then supported an interim/hybrid livery comprised of the STEWART ISLAND AIRWAYS tail logo and the pale blue/white striping of MOUNT COOK AIRLINES with "STEWART ISLAND AIR SERVICES LTD" titles on the aircrafts bows.

Grumman G44-A Widgeon ZK-AVM in interim Mount Cook Airlines/Stewart Island Airways livery during 1976. Photo: B.KERR collection/3RD LEVEL NZ.

With the closure of MOUNT COOK AIRLINES amphibious wing .... GRUMMAN WIDGEON ZK-AVM was, for a time, the only WIDGEON active within New Zealand. Upon the formation of SEA BEE AIR, in Auckland, ZK-AVM was transferred north and substituted with GRUMMAN WIDGEON ZK-BGQ during November 1976 .... and which also then supported a similar hybrid variation of STEWART ISLAND AIRWAYS/MOUNT COOK AIRLINES based livery.

Grumman G44 Widgeon ZK-BGQ in interim Mount Cook Airlines/Stewart Island Airways livery during 1977. Photo: B.KERR collection/#RD LEVEL NZ.

Both of these aircraft were based, together, at Invercargill, for a very short period, and operated under a SEA BEE AIR lease until March 1977. By this time the airline had obtained its own BN ISLANDER and the Ryans Creek airstrip, on Stewart Island, had been completed and was, officially, available for service.

After the MOUNT COOK GROUP had disbanded its amphibious wing, the airlines former Auckland based pilots and engineers founded a new company, during June 1976, with the intention of restoring services to the Hauraki Gulf and Nothland, and operating from the same/original downtown Auckland terminus, at Mechanics Bay. This new airline commenced operations as SEA BEE AIR on October 22nd 1976 .... operating the 3 remaining GRUMMAN WIDGEON aircraft (ZK-AVM, ZK-BGQ, and ZK-CFA .... the partially overhauled ZK-CHG never returned to service and was progressively canabalized for spares) and the 1 GRUMMAN GOOSE (ZK-DFC) .... each of which were inherited from the MOUNT COOK GROUP. Each of these aircraft, initially, supported an interim/hybrid colour scheme comprised of the pale blue/white MOUNT COOK AIRLINES striping with "SEA BEE AIR" titles and water-skiing Bumble Bee tail logo .... ....

Grumman G44-A Widgeon ZK-CFA in interim Mount Cook Airlines/Sea Bee Air livery during 1976. Photo: Bruce Gavin/3RD LEVEL NZ collection.


Grumman G44-A Widgeon ZK-CFA in an early/transitional variation of Sea Bee Air livery during 1977. Photo: Mr WIDGEON collection.


Grumman G21-A Goose ZK-DFC in interim Mount Cook Airlines/Sea Bee Air livery during 1976. Photo: B.KERR/3RD LEVEL NZ collection.

.... until the new airlines definitive, and attractive, yellow/black/white identity had been applied fleetwide by the end of 1977.

Grumman G44-A Widgeon ZK-AVM 1n early Sea Bee Air livery during the late 1970's. Photo: Bruce Gavin/3RD LEVEL NZ collection.


Grumman G44 Widgeon ZK-BGQ 1n early Sea Bee Air livery during the late 1970's. Photo: B.KERR/3RD LEVEL NZ collection.


Grumman G44-A Widgeon ZK-CFA 1n the final variation of Sea Bee Air livery during the mid 1980's. Photo: Mark.R.CRANSTON.


Grumman G21-A Goose ZK-DFC in early Sea Bee Air livery during the late 1970's. Photo: Colin BALLANTINE/3RD LEVEL NZ.


Grumman G21-A Goose ZK-DFC 1n the final variation of Sea Bee Air livery during the mid 1980's. Photo: Mark.R.CRANSTON.

During October 1977 the airline acquired a 2nd GRUMMAN G21-A GOOSE (ZK-ENY ex N62121) .... also from the USA. This too had formerly been a US NAVY (BUA 0201B) aircraft (as most GOOSE were) .... originally built as a JRF-6B during 1942 .... and which had also been one of 12 of the type that were transferred to the ROYAL NAVY (BW798 .... later re-registed FP495) under the USA/UK Lend-Lease program to be operated by RAF COASTAL COMMAND .... as GOOSE 1A aircraft .... before returning to US NAVY (BUA 66352) after WW2 and later being converted to civil GOOSE specifications. Interestingly .... this same aircraft had also once been damaged as the result of a non-fatal gear-down water landing at Comox, British Columbia, Canada, on September 28th 1972, and whilst in service with B.C AIRLINES (CF-RQI), but, it was rebuilt and eventually returned to service. SEA BEE AIR pilots whom later flew this aircraft would comment that it "did" have a distinctly different "feel" than that of its sisterhip ZK-DFC. Upon entering service with SEA BEE AIR, this particular aircraft briefly supported an interim cream/orange/white based livery of its last/former US operator (AIRWEST/TRADITION AIR TRANSPORT) and was completely devoid of "SEA BEE AIR" titles and logo .... until it eventually acquired the airlines full/definitivelivery during 1978.

New York Police Department Grumman G-21A Goose/JRF-6B NC1200V circa 1948 and prior to modification and New Zealand service as ZK-ENY. Photo: Private collection.


Sea Bee Air Grumman G21-A Goose ZK-ENY (ex N62121) in the interim/hybrid livery shorly after delivery from the USA during 1977. Photo: Hiroshi SEO.


Grumman G21-A Goose ZK-ENY in early Sea Bee Air livery during the late 1970's. Photo: Colin BALLANTINE/3RD LEVEL NZ.


Grumman G21-A Goose ZK-ENY in the final variation of Sea Bee Air livery during the mid 1980's. Photo: Mark.R.CRANSTON.

JRF-6B/G-21A GOOSE C/N # 1145 ZK-ENY - KNOWN HISTORY

Built as a JRF-6B, 1942
Delivered to US NAVY, November 1944, BUA 0201B
Transferred to ROYAL NAVY (GOOSE 1A), 1942, BW798
ROYAL NAVY (re-registered), 1942, FP495
Returned to US NAVY (JRF-6B), BUA 66352
Converted for civil use (G21-A GOOSE) - 1947
New York Police Department, New York, USA, NC1200V - date unknown
New York Police Department (re-registered), New York, USA, N1200V - date unknown
Other details prior to 1961 - unknown
Sold to BELDEX CORPORATION, Saint Louis, Missouri, November 1961, N1200V
Sold to BC AIRLINES, Vancouver, B.C, Canada, March 1965, CF-RQI
Leased to NORTHLAND AIRLINES, Winnepeg, Manitoba, Canada, August 18th 1968, CF-RQI
Returned to BC AIRLINES, Vancouver, B.C, Canada, October 31st 1968, CF-RQI
Sold to MIDWEST AIRLINES, CF-RQI - date unknown
Sold to AIRWEST AIRLINES, Vancouver, B.C, Canada, June 1969, CF-RQI
Sold to TRADITION AIR TRANSPORT, USA, April 1st 1975, N62121
Sold to SEA BEE AIR, Auckland, New Zealand, October 1977, ZK-ENY
Leased to SUN TOURS AIR TRANSPORT SYSTEM, Nandi, Fiji, October 1982, DQ-FDQ
Returned to SEA BEE AIR, Aucjkland, New Zealand, October 27th 1984, ZK-ENY
Sold to CANTERBURY PLANES, Christchurch, New Zealand, August 18th 1988, ZK-ENY
Exported to Australia, November 1989, VH-ENY
Sold to TROPICAL SEA AIR, Utapao, Thailand, September 1990, HS-TPI
TROPICAL SEA AIR (re-registered), Utapao, Thailand, 1990, HS-TOM
Sold to Klaus DIETER MARTIN, Munic, Germany, 1995, HS-TPA
CURRENTLY STORED IN MUNICH, GERMANY

ZK-ENY was followed into service by GRUMMAN G21-G TURBO-GOOSE (ZK-ERX ex N5558) on March 3rd 1981 .... also acquired from the USA .... and which had also formerly been another military aircraft, from 1944 .... having originally been built as a US NAVY (BUA 37809) JRF-5 prior to being converted for civil use after WW2. This particular aircraft operated in a non-standard red/white livery with "SEA BEE AIR AUCKLAND NEW ZEALAND LTD" titles throughout the entire duration of its service to the airline. It also became the last GRUMMAN amphibian to ever be imported into New Zealand .... as well as the last to be acquired by SEA BEE AIR.

Flugflag islands Grumman G-21A Goose TF-!SR circa 1948 and prior to modification as a Turbo-Goose and New Zealand service as ZK-ERX. Photo: Private collection.


Grumman G21-G Turbo-Goose ZK-ERX shortly after delivery to Sea Bee Air during March 1981. Photo: Private collection.

JRF-5/G-21A/G-21G TURBO-GOOSE C/N # B-62/1205 ZK-ERX - KNOWN HISTORY

Built as a JRF-5, 1944
Delivered to US NAVY, May 1944, BUA 37809
Converted for civil use (G21-A GOOSE) NC5556N - date unknown
Sold to FLUGFLAG ISLANDS AIRWAYS, October 15th 1947, TF-ISR
To Poland, 1967 - details unknown
Sold to Harold HANSEN, 1967 - details unknown
Other details prior to 1969 - unknown
Converted to G-21G TURBO-GOOSE (716 ESHP PT6A-27 turboprop engines) 1969
Sold to PAYLESS DRUGS CORPORATION, Portland, Oregan, USA, 1969, N5558
Sold to SEA BE AIR, Auckland, New Zealand, March 3rd 1981, ZK-ERX
Transferred to SEA BEE AIR, Funafuti, Tuvalu, August 1981, ZK-ERX
Returned to SEA BEE AIR, Auckland, New Zealand, August 1983, ZK-ERX
Withdrawn from service and stored at Auckland, New Zealand, September 1983, ZK-ERX
Sold to KALT MANUFACTURING LTD/AEROQUEST, Cleveland, Ohio, USA, November 1984, N77AQ
Sold to AERO AIR, Hilsboro, Oegan, USA, 1990, N77AQ
CURRENTLY OWNED BY AERO PLANES LLC, Hilsboro, Oregan, USA, N77AQ

GRUMMAN-G21-G GOOSE TECHNICAL SPECIFICATIONS - ANGUS McKINNON ENTERPRISES CIVIL TURBO-GOOSE UPGRADE/MODIFICATION

Length = 39fT 7 IN
Wing Span = 50 FT 10 IN
Power Plant = 2X P&W PT6A-27 turboprop engines rated at 716 ESHP
Weight = 12,500 LBS MGTOW
PAX Capacity = 10-11 (plus 2X pilots)
Range = 1,600 NM
Speed = 240 KTS (max) - 200 KTS (typical cruise)
Type = Amphibious transport with lengthened bow and dorsal fin, turboprop engine/prop modifications, and retractable wingtip floats

Both of these GOOSE aircraft had also been modified with ANGUS McKINNON ENTRPRISES retractable wing tip floats and clipped wing tips, but, ZK-ERX (only) also featured an extentended bow and a lengthened upper rear fuselage dorsal fin modifications. During 1969 it had also been upgraded with 2X 716 ESHP P&W PT6A-27 turboprop engines with 3-bladed variable-pitch-props.

GRUMMAN WIDGEoN ZK-AVM was sold to Peter WALKER, of Sydney, Australia, during July 1979, and then ferried to Bankstown. This particular aircraft never returned to the Australian civil air register, at this time, but was, instead, re-registered as a powerboat (AT373N) in accordance with Australian maritime aviation legislation, of the period, and within the state of New South Wales.

Grumman G44-A Widgeon ZK-AVM/AT373N in private ownership in Sydney, Australia, during 1979. Photo: Private collection.

On April 14th 1979 GRUMMAN WIDGEON ZK-BGQ was damaged at Bay Of Islands as the result of a tragic collision with a small runabout. Completely unseen/invisible to the pilot of aircraft during a high-speed, on the step, taxi run into the early morning sun, whilst shuttling from the airlines terminus between Paihia and Russell, the aircrafts propellers struck, and instantly killed, both occupants (a father and daughter fishing pair) of the runabout, but, resulted no injuries to either of the aircrats 2 POB .... then on January 21st 1980 this same aircraft was written-off in a fatal water-landing accident at Kellys Bay, at north Aucklands Kaipara Harbour, This aircraft had been chartered to fly a NZ MINISTRY OF AGRICULTURE & FISHERIES DEPARTMENT officer to inspect mussell farming on the harbour, but, the cause of this accident has never been, definitively, ascertained .... other than it being deemed likely to have been the result of the aircraft colliding with a submerged object. Both POB were killed in this particular accident.

After successfully re-establishing non-sked services to the islands of the Hauraki Gulf and Northland .... SEA BEE AIR then began to explore the feasibility of operating similar amphibious air services throughout islands of the southwest Pacific.

The first of these operations commenced in Fiji, during August 1979, when GRUMMAN WIDGEON ZK-AVM was leased to Suva based FIJI AIR (Peter WALKER "loaned" ZK-AVM/AT373N back to SEA BEE AIR and especially for this service. It was then ferried from Sydney, to Fiji, where it appeared with its original New Zealand civil air registration .... "ZK-AVM" .... and supported dark blue/white FIJI AIR livery). This particular aircraft operated non-sked amphibious PAX/freight services .... principally between Lauthala Bay on the main Fijian island of Viti Levu .... and to both Vinisea and Kaivalu Bays on the island of Kadavu .... along with charter services throughout the entire Fiji islands group and in accordance with demand. This service was discontinued when the aircraft returned to New Zealand after having been damaged as the result a ground-landing incident at Nassori Airport, Fiji, on June 23rd 1981. For a time, it then sat idle at south Aucklands Ardmore Aerodrome .... still supporting its blue FIJI AIR based fuselage striping and Australian power boat registration, but, otherwise without titles and devoid of both wing tip floats.

Grumman G44-A Widgeon ZK-AVM in basic Fiji Air livery after its 1981 return to New Zealand for overhaul/repair. Photo: Peter LEWIS collection.

Between March 1980 and September 1983 SEA BEE AIR was contracted by the British ODA to operate an amphibious air service on behalf of the Government of Tuvalu .... based on the island of Funafuti .... and servicing all 9 atolls that form the Tuvalu/Ellice Islands group (Niulakita, Nukulaelae, Nukufetau, Vaitupu, Nui, Nanumanga, and Nanumea being the most frequently serviced destinations). This particular service was inaugurated by GRUMMAN WIDGEON ZK-CFA ....

Sea Bee Air Grumman G44-A Widgeon ZK-CFA in Tuvalu during 1980. Photo: Private collection.

.... which was replaced, during August 1981, by the CMA 734 Omega VLF Navigation System equipped GRUMMAN TURBO-GOOSE ZK-ERX. This aircraft retained its non-standard red/white SEA BEA AIR livery and titles, but, the flag of Tuvalu was also then applied to the tail and which remained on the aircraft throughout the entire duration of its service within the Pacific.

Sea Bee Air Grumman G21-G Turbo-Goose ZK-ERX supporting the Tuvalu flag tail logo and prior to entering service with the government of Tuvalu during 1981. Photo: Colin BALANTINE.


Sea Bee Air Grumman G21-G Turbo-Goose ZK-ERX. A boarding scene in the Tuvalu Islands. Photo: Private collection.


Philatelic artwork comemorating 200 years of manned flight and Sea Bee Air's Grumman G21-G Turbo-Goose service within the Tuvalu islands group

SEA BEA AIR had acquired the TURBO-GOOSE especially for this particular service .... with long range charters to the Pacific Island nations of Tokelau, Samoa, Kiribati, Nauru, and the Cook Islands being anticipated .... and which were also operated in accordance with demand. During December 1982 ZK-ERX earned the distinction of becomming the very first aircraft to ever visit the island of Rakahanga, during opening celebrations for this northern-most airstrip within the Cook Islands group (a Cook Islands government charter). The airlines air services contract with the Government of Tuvalu concluded, on July 15th 1983, with the British ODA's decision to cease financing the operation. Upon the aircrafts return to New Zealand during August 1983 it was then operated, exclusively, on SEA BEE AIR's Auckland/Bay of Islands route .... for a brief period only .... and was withdrawn from service, for overhaul, during September 1983. This aircraft was virtually rebuilt by AIR NEW ZEALAND ENGINEERING SERVICES and eventually sold to KALT MANUFACTURING/AEROQUEST (N77AQ), and then exported/shipped to Seattle, USA, aboard the containership "Colombus Victoria" on November 17th 1984.

Sea Bee Air Grumman G21-G Turbo-Goose ZK-ERX prior delivery to the US during November 1984. Photo: Mark.R.CRANSTON

SEA BEE AIR's final amphibious venture into the Pacific saw the airline return to the Fiji Islands during October 1982 .... when it was contracted to operate on behalf of the Nadi based tourist travel company SUN TOURS. GRUMMAN GOOSE ZK-ENY entered the Fijian civil air register .... as "DQ-FDQ" .... and operated under the SUN TOURS AIR TRASNSPORT SYSTEM banner .... linking Nadi with Fiji's popular tourist resort islands located off the western shores of Viti Levu (Mana, Naitasi, Malololailai, Plantation, Treasure, Castaway, Beachcomber, and thingys Place). Other services throughout the Fiji islands group were also operated as charters and in accordance with demand (Lautoka, Pacific Harbour, Tradewinds .... being the most frequently serviced destinations).

Sun Tours Air/Sea Bee Air Grumman G21-A Goose DQ-FDQ (ex ZK-ENY) returning to Mechanics Bay, Auckland, New Zealand, after ferrying from Fiji on October 27th 1984. Photo: Mark.R.CRANSTON.

This operation concluded when the aircraft returned to New Zealand for overhaul on October 27th 1984. 3 days later .... on October 30th 1984 .... and whilst still supporting its SUN TOURS AIR TRANSPORT SYSTEM/SEA BEA AIR livery and Fijian registration (DQ-FDQ) .... this particular aircraft participated in a 3-aircraft aerial formation over the city of Auckkland in company with GRUMMAN G21-A GOOSE ZK-DFC and GRUMMAN G21-G TURBO-GOOSE ZK-ERX (the author of this article was a PAX aboard ZK-DFC during this historic flight).

Historic 3 Goose formation (comprising of G21-G ZK-ERX in company with both G21-A ZK-DFC and DQ-FDQ/ZK-ENY) inflight over Auckland on October 30th 1984. Photos: John KING




Grumman Goose DQ-FDQ/ZK-ENY inflight over Auckland during the historic aerial formation of October 30th 1984 .... photographed from Grumman Goose ZK-DFC. Photos: Mark.R.CRANSTON

This event marked the very first/only occasion that all 3 of the airlines GRUMMAN GOOSE aircraft had ever been assembled together at Auckland. DQ-FDQ eventually returned to its former New Zealand civil air registration .... as "ZK-ENY" .... during November 1984 and rejoined the airlines flightline at Mechanics Bay during December 1985. It then remained in service with SEA BEE AIR, at Auckland, until August 1988.

A more unusual .... and lesser known service operated by SEA BEE AIR during the late 1970's and early 1980's .... was that of target/drogue towing excercises which were undertaken by the airline and on behalf of the ROYAL NEW ZEALAND NAVY. The airlines PIPER AZTEC (ZK-CEU) was fitted with a lower rear fuselage/ventral tow unit especially for this service.

At the climax of its success .... and by the early/mid 1980's .... SEA BEE AIR was transporting in excess of 45,000 PAX annually. Well over 200 air ambulance/mercy flights were also being operated by the airline and on behalf of the NEW ZEALAND ST.JOHNS AMBULANCE SERVICE on an annual basis too .... AND .... the airlines regular pilots had, by this time, become some of the most,if not "THE MOST", highly experienced GRUMMAN WIDGEON/GOOSE/amphibian pilots in the world. However .... from the mid 1980's the intrusion of cheaper fast boat services to most of the Hauraki Gulf islands, as well as mounting competition from new land-based air operators that were able to provide a less casual/more professional style of service, the airlines market share began to be slowly, but steadily, erroded .... to such an extent that, by the late 1980's, services were no longer practical/economic.

A number of other factors also played pivotal roles in the eventual demise of SEA BEE AIR's amphibian operations.

Just as MOUNT COOK AIRLINES had been severely impacted by the first oil price shock of the 1970's ... along with steadily increasing maintenance costs .... so it came to pass also for SEA BEE AIR .... as maintenance costs for its still ageing GRUMMAN amphibian fleet continued to soar. This situation was hardly aided by further increasing operating costs forced by the 2nd oil price shock of the 1980's .... as well as the New Zealand government imposed "wage and price freeze" of the same period also. Boat wake on what had slowly become a busier, and more congested, Waitemata Harbour had also begun to pose problems .... more than it ever had previously .... with increased potential for aircraft damage and the associated financial imposition of more frequent repairs.

All waterborne air operations are fraught with "a certain degree" of danger .... with the unavoidable risk of both accidents and aircraft damage. Just as had also once occurred to MOUNT COOK AIRLINES during the early 1970's .... SEA BEE AIR operations, during late 1984 and early 1985, were impaired by 2 accidents/incidents which occurred within relatively close succession. On October 22nd 1984 GRUMMAN WIDGEON ZK-CFA was extensively damaged as the result of a non-fatal rough-water-T/O incident at Whangaparapara Harbour, Great Barrier Island. Moments after T/O a freak wind gust caused the aircraft sheer back into the trough of a very large wave .... damaging a wing tip float, both engine mounts, along with its main spar and center section. Disaster was norrowly avoided through the skill of PIC .... and the aircraft managed to climb away from the sea, to remain airborne, and eventually made a safe ground-landing at south Aucklands Ardmore Aerodrome (the author of this feature was a PAX aboard the aircraft during this particular incident). It was repaired by AIRWORK, in Hamilton, and then returned to SEA BEE AIR service during June 1985 .... then on February 16th 1985, and shortly after its return from Fiji and re-entry to SEA BEE AIR service, GRUMMAN GOOSE ZK-ENY was damaged as a result of a very public, but, non-fatal water-landing incident on Aucklands Waitemata Harbour. Both of the aircrafts wing tip floats and engines were damaged, and a full capsize was narrowly avoided, after landing on a very rough sea condition. This aircraft, also, was repaired and then returned to service prior to the onset of the 1985 Easter holiday season, but, with GRUMMAN WIDGEON ZK-CFA out of service, the airline was consequently forced to struggle maintaining services using its 1, only, remaining/available GOOSE (ZK-DFC) during the lead up to this festive period.

These incidents/accidents more-than-ever-before began to emphasize the vulnerability of the airlines ageing GRUMMAN amphibians and its succeptability to inclement sea/weather conditions, which, otherwise, occasionally grounded the airline, whilst its land-based competitors were able to continue operating normally .... in most cases. To many this simply hilited the fact that the days of the GRUMMAN amphibians were .... indeed .... numbered .... and rapidly approaching their end.

During September and November of 1986 the SEA BEE AIR acquired 2 landbased aircraft .... a PIPER AZTEC (ZK-FMU) ... and a BN ISLANDER (ZK-FMS) .... in addition to PIPER ARCHER ZK-FNA, PIPER AZTEC ZK-CEU and ZK-DJG, PIPER CHROKEE ZK-DJI, and TWIN COMANCHE ZK-ERH which it already owned. And during the late 1980's the airline even, briefly, experimented with rotary wing aircraft in the form of a SQUIRELL (ZK-HZO), a JET RANGER (ZK-HCV), and an AUGUSTA 109A-2 (ZK-HXI) helecopters. Later during this same period SEA BEE AIR even launched a bid to takeover, or if necesary compete directly with, its GREAT BARRIER AIRLINES opposition ....

"Are you going to sell out to me .... or .... do I have to run you out of business" ? .... went the classic SEA BEE AIR line/dialogue .... which was (apparently) initially rebuffed by the following GREAT BARRIER AIRLINES response .... "You'll go broke trying".

As it came to pass .... although SEA BEE AIR was wound-up during 1989, the airline had, already, acquired GREAT BARRIER AIRLINES on April 1st 1987 .... and which has, ever since, continued to operate under its own/original identity.

GRUMMAN GOOSE and WIDGEON amphibians are classic aircraft, with significant world appeal, but, airlines cannot survive on nostalgia alone .... and despite the unique convenience offered by SEA BEE AIR's centrally located downtown Auckland terminus, with services that operated, directly, to each the most popular island shoreline/beachfront community destinations .... in comparison with those of its land-based competitors that were restricted to less conveniently located rural airports and runways .... the cost of maintaining such an already high-cost operation had to be balanced with actual operating profits, and as time progressed, it became increasingly-more-apparent that the GRUMMAN amphibians simply "could not" continue to fly, economically, or sustain the airline.

It was a sad, but, practical, realization .... because it did "once seem" that the only suitable replacement for the GRUMMAN GOOSE might be "more GRUMMAN GOOSE". however, there were no further additions to SEA BEA AIR's amphibious aircraft fleet beyond that of TURBO-GOOSE ZK-ERX, during 1981, and by the time the decision was eventually taken, during 1989, to voluntarily cease operations.

The airlines rotary wing interests were eventually sold to THE HELECOPTER LINE during April 1989 .... and the last, ever, amphibian service was operated by GRUMMAN GOOSE ZK-DFC during April/Easter 1990 under a GREAT BARRIER AIRLINES lease.

BUT .... this story does not end with the demise of SEA BEE AIR .... for there was .... and is .... an after-life for each one of these classic aircraft.

During the late 1980's, and prior to SEA BEE AIR ceasing operations, GRUMMAN WIDGEON's ZK-AVM and ZK-CFA had both already been disposed of .... then ending some 36 years of unbroken commercial WIDGEON operations within New Zealand. ZK-AVM was ferried to Brisbane, Australia (via Norfolk Island and Lord Howe Island), on May 25th 1987 .... to be operated by Cairns based CORAL WINGS (VH-WET). Shortly after its departure a minor technical problem resulted in this aircraft briefly returning to SEA BEE AIR's Mechanics Bay base, at Auckland, prior to the completion of a successful ferry/delivery flight to Brisbane after departing a 2nd time and a few minutes afterward.

Sea Bee Air Grumman G44-A Widgeon ZK-AVM immediately prior its dawn depature for Brisbane, Australia, on May 25th 1987. Photo: Mark.R.CRANSTON.


Grumman G44-A Widgeon VH-WET in original Coral Wings livery. Photo: J.H.M collection.


Grumman G44-A Widgeon VH-WET in the final variation of Coral Wings livery. Photo: J.H.M collection.

During April 1994 this particular aircraft returned to Papua, New Guinea (for the first time since the late 1940's), and was operated by HASSIM EXPEDITIONS AND TOURS (P2-WET). It was later bought by Owen HARNISH, of Auckland, and then returned to New Zealand, and its former New Zealand civil air registration .... "ZK-AVM" .... on July 1st 1996. It entered service with Paihia/Bay Of Islands based SALT AIR, and was eventually withdrawn from service during early 2000, then placed into private storage at Whitford, Auckland.

Grumman G-44-A Widgeon ZK-AVM in original Salt Air livery. Photo: J.H.M collection.


Grumman G-44-A Widgeon ZK-AVM in the final variation of Salt Air livery. Photo: Mark.R.CRANSTON.

During May 2012 ZK-AVM was sold to Warran DENHOLM .... and is currently being overhauled by AVSPECS LTD at Aucklands Ardmore Aerodrome and may, possibly, return to commercial service.

Grumman Widgeon Zk-AVM overhaul at Avspecs Ltd, Ardmore Aerodrome, Auckland, Photo: Private Collection. Photo: Kieth MORRIS.

GRUMMAN WIDGEON ZK-CFA was also acquired by Owen HARNISH .... during August 1994 .... and operated under the AQUATIC AND VINTAGE AIRWAYS banner.

Aquatic & Vintage Airways Grumman G44-A Widgeon ZK-CFA. Photo: Private collection.

This particular aircraft also saw service with SALT AIR at Paihia/Bay Of Islands .... where it was used as a subsitute aircraft whenever ZK-AVM was unavailable or to suppliment it by providing additional lift in accordance with the airlines seasonal traffic demands. It too was withdrawn from service during 2000.

ZK-CFA is still, currently, owned by Owen HARNISH, and remains in storage at SALT AIR fascilities in the Bay Of Islands. Pending a future overhaul, it too may also be restored to flying condition and then retained as a private/recreational aircraft.

GRUMMAN WIDGEON ZK-CHG .... has not flown since May 1975 and its MOUNT COOK AIRLINES service days. Despite having been canibalised for spares by SEA BEE AIR, it too, was acquired Owen HARNISH on July 10th 1990. This particular aircraft is still existent and was, also recently, sold to Warran DENHOLM/AVSPECS LTD, and is currently stored at south Aucklands Ardmore Aerodrome.

Grumman G44 Widgeon ZK-CHG in storage at Ardmore Aerodrome, Auckland. Photo: Wayne GRANT.

GRUMMAN GOOSE ZK-ENY was sold to CANTERBURY PLANES on August 18th 1988 and then flown to Christchurch .... to inaugurate what became an unsuccessful bid to fly tourists from Akaroa Harbour to the Southern Lakes districts of New Zealands Southland region, and operate an air-taxi service to and from Christchurch International Airport. This brief operation was historic .... in that it became the very first occasion that a GRUMMAN GOOSE had ever been operated within New Zealands South Island, however, due to noise objections/local resource consent issues and concern over the aircraft, potentially, conflicting with other maritime surface traffic, the Akaroa Harbour Board/Council refused to licence the new operation and the service then lapsed after some 4 months.

Grumman G21-A Goose ZK-ENY just prior delivery to Canterbury Planes. Photo: Mark.R.CRANSTON.

This particular aircraft was eventually exported to Australia (VH-ENY) during 1989, but, did not enter commercial service.

Grumman G21-A Goose VH-ENY upon delivery to Australia. Photo: J.H.M collection.

During December 1990 it was acquired by TROPICAL SEA AIR (HS-TPI .... later re-registered HS-TOM) and then based at Utapao, Thailand.

Grumman G21-A Goose HS-TOM (ex ZK-ENY and VH-ENY) shortly after delivery to Tropical Sea Air in Thailand. Photo: Private collection.


Grumman G21-A Goose HS-TOM (ex ZK-ENY and VH-ENY) in Tropical Sea Air livery. Photo: Private collection.

During 1995 it was auctioned to Klaus Dieter MARTIN (HS-TPA) and then shipped to Munich, Germany, for restoration .... with the intention of it possiby entering service among the islands of the Adriatic Sea and with EUROPEAN COASTAL AIRLINES.

Grumman G21-A Goose HS-TPA (ex ZK-ENY and VH-ENY) overhaul at Munich, Germany. Photo: Private collection.

GRUMMAN GOOSE ZK-DFC concluded its New Zealand service operating under a SEA BEE AIR lease to GREAT BARRIER AIRLINES during April 1990. During its final year of service, with SEA BEE AIR, this particular aircraft supported a hybrid blue/yellow/white livery with "SURF" titles on both its tail and upper wing surfaces .... for a SURF laundery products television commercial/promotion in New Zealand.

Grumman G21-A Goose ZK-DFC supporting "Surf" livery for a televisionj commerrcial during 1989 and prior retirement from Sea Bee Air service. Photo: Mark.R.CRANSTON.

It was eventually sold to INTERCON DEVELOPMENTS LTD (N3116TA) during September 1991, shipped to the USA, and then based Boca Raton, Florida, and was operated by POVO AIR CHARTER. On August 26th 1991 ZK-DFC flew for the very last time New Zealand .... operating a positioning flight between Ardmore Aerodrome and Mechanics Bay, downtown Auckland, in advance of its export from New Zealand.


Grumman G21-A Goose ZK-DFC inflight over Auckland for the very last time on August 26th 1991.Photo: John KING.

On December 15th 1992 this particular aircraft was written-off as the result of a water-landing accident at West Caicos Island, in the southern Bahamas where the aircraft struck a submerged reef and sank. Salvage rights to the wreck were later bought by Klaus Dieter MARTIN, of Germany. A recovery was attempted, but, was unsuccessful after the aircraft was lost a 2nd time and in much deeper water.

GRUMMAN-McKINNON G21-G TURBO-GOOSE ZK-ERX .... after its 1984 sale .... remained with Cleveland, Ohio, based KALT MANUFACTURING LTD/AEROQUEST until 1990 when it was then sold to charter FBO AERO AIR/Dan VOLLUM (N77AQ) and based at Hilsboro, Oregan, USA. Since its New Zealand service this particular aircraft has been fitted with a large starboard rear fuselage freight door and is currently owned by AERO PLANES LLC.

Kalt Manufacturing/Aeroquest Grumman G21-G Turbo Goose N77AQ (ex ZK-ERX) post sale livery 1985. Photo: Private collection.

Although the subject of this historical review is intended to focus primarily upon SEA BEE AIR and its orgins .... and the New Zealand civil operated GRUMMAN GOOSE and WIDGEON amphibian aircraft in particular .... mention must also be made of GRUMMAN G73 MALLARD ZK-CDV, since it remains the only aircraft of its type to have ever been operated in New Zealand.

Grumman G73 Mallard VH-TGA in TAA service during 1963 prior to being iported to New zealand as ZK-CDV. Photo: Ed COATES collection.


Grumman G73 Mallard ZK-CDV operated by Utah Williamson Burnett Invercargill Ltd Manapouri hydro-electric joint venture project between 1963 and 1969. Photo: Private collection/NZ CIVAIR.


Grumman G73 Mallard VQ-FDC "Na Secala" (ex ZK-CDV) prior to delivery to Air Pacific during 1970. Photo: Private collection/NZ CIVAIR.

G73 MALLARD C/N # J13 ZK-CDV - KNOWN HISTORY

Built as a civil MALLARD, 1946
Delivered to "a Canadian operator", CF-FFC, January 25th 1947
Sold to SHELL OIL, Indonesia, PK-AKG, 1951
Sold to NEDERLANDS NIEUW GUINEA PATROLUEM MIJ, Den Haag, Netherlands, JZ-PCB, 1955
Leased to DE KROONDUIF, Wisselmeren, Dutch new Guinea, JZ-PCB, November 1959
Operated for NV OOST BORNEO MIJ, JZ-PCB, March 1960
Withdrawn from service at Biak, Indonesia, and returned to DE KROONDUIF, JZ-PCB, August 31st 1960
Sold to EAST COAST AIR SERVICES, Brisbane, Australia, VH-TGA, 1962
Transferred to TRANS AUSTRALIA AIRLINES/CORALAIR SERVICE, VH-TGA, June 1963
Sold to UTAH WILLIAMSON BURNETT LTD, Invercargill, New Zealand, ZK-CDV, October 1963
Sold to NEW DEPARTMENT OF INTERNAL AFFAIRS, Wellington, New Zealand, ZK-CDV. 1969
Sold to AIR PACIFIC, Fiji, VQ-FDC "Na Secala", April 10th 1970
sOld to "a US operator", N2942H, 1971
Sold to "a Canadian operator", C-GRZI, 1978
CURRENTLY OWNED BY Steve HAMILTON, Reno, Nevada, USA, N2950

GRUMMAN G73 MALLARD TECHNICAL SPECIFICATIONS - CIVIL CONFIGURATION

Length = 48 fT 4 IN
Wing Span = 66 FT 8 IN
Power Plant = 2X P&W R-1340-S3H1 engines rated at 600 HP
Weight = 12,700 LBS MGTOW
PAX Capacity = 10-12 (plus 1-2X pilots)
Range = 1.300 NM
Speed = 210 KTS (max) - 180 KTS (typical cruise)
Type = Amphibious transport with tricycle undercarriage and fixed/non-retractable wingtip floats

This aircraft was imported/ferried to New Zealand by UTAH WILLIAMSON BURNETT LTD on October 13th 1963 .... having been previously operated in Australia by EAST COAST AIRLINES during 1962 followed by its transfer to TRANS AUSTRALIA AIRLINES/CORALAIR SERVICE (for a month only .... since the airlines Mackay/Shutes Harbour/Brampton Island service was suspended due the the aircrafts rough water peformance limitations) during June 1963 (VH-TGA). It was then based at Invercargill, New Zealand, between 1963 and 1969, and operated under the UTAH CONSTRUCTION & MINING COMPANY INVERCARGIL banner .... being used to ferry construction workers and their support equipment to and from the Lake Manapouri joint hydro-electric dam/power project which was under development, in Fiordland, during this period. Throughout the 5 year duration of this construction project the aircraft operated a total 2.763 flights .... during which some 13,536 PAX and 712 tons of freight were transported in support of the project and upon its completion the aircraft was then sold to the NEW ZEALAND DEPARTMENT OF INTERNAL AFFAIRS, and overhauled by NEW ZEALAND NATIONAL AIRWAYS CORPORATION, at Christchurch. It was then sold to AIR PACIFIC (VQ-FDC .... named "Na Secala") on April 10th 1970, but, was withdrawn from service, in Fiji, on October 31st 1970. On April 1st 1971 this aircraft was sold to US interests (N2442H) .... followed by its sale Canadian interests (C-GRZI) during 1978 .... and it was finally acquired by Steve HAMILTON (N2950) of Reno, Nevada, during 1993. Throughout its entire career .... both before and during its New Zealand service .... this particular aircraft suffered a number of nose gear/hydraulics failures which resulted in damage during ground landings and it constantly being repaired and then returned to service. Neither the GRUMMAN G73 MALLARD, nor the larger G111/HU16 ALBATROSS, ever saw civil airline service in New Zealand .... the nose gear configuration of these aircraft (apparently) posed too much, prospective, difficulty for operations into unimproved coastal destinations throughout New Zealand (most of which lacked ramp fascilities necessary to accomodate these aircraft), as well as the types known rough water performance limitations.

GRUMMAN G73 MALLARD N2950 (ex ZK-CDV) .... is still, currently, owned by Steve HAMILTON, of Reno, Nevada, USA, and with whom it has remained since 1993.

Grumman G73 Mallard N2950 (ex ZK-CVD) still in service today. Photo: Private collection

Under the titles of 7 principle operators (AMPHIBIAN AIRWAYS, NZ TOURIST AIR TRAVEL, MOUNT COOK AIRLINES, SEA BEE AIR, STEWART ISLAND AIRWAYS, CANTERBURY PLANES, and AQUATIC AND VINTAGE AIRWAYS/SALT AIR) the GRUMMAN WIDGEON and GOOSE amphibians provided a unique type of air service throughout New Zealand, and the Pacific, over some 42 years of continuous operations. This is believed to be a record for any flying boat/amphibian air service in the Southern Hemisphere .... and possibly the world too .... save for the Miami, Florida, based CHALKS INTERNATIONAL AIRLINE. The demise of SEA BEE AIR not only resulted in the conclusion of commercial amphibious air services within New Zealand .... but .... also represented closure in the final chapter of the New Zealand commercial flying boat era .... save for GRUMMAN WIDGEON ZK-AVM possibly being returned to service in the near future. Since the WALSH Brothers early marine aviation operations as the NEW ZEALAND FLYING SCHOOL based at Mission Bay, Auckland, between WW1 and the early 1920's .... followed by the PAN AMERICAN WORLD AIRWAYS and IMPERIAL AIRWAYS survey flights to Auckland during the mid 1930's .... then AIR NEW ZEALANDS's own humble beginnings, as TEAL, operating SHORTS series flying boat services off the Waitemata Harbour between the late 1930's and early 1960's .... to the air services operated by the GRUMMAN amphibians, from Mechanics Bay, and between the mid 1950's and early 1990's .... the past 22 years have represented the only 2 decades during which Aucklands Waitemata Harbour has been devoid of a commercial flying boat service since almost the birth of powered flight in New Zealand.

The distinctive high-pitched roar/prop-tone of the classic GRUMMAN amphibians may now be long gone .... but .... it continues to echoe on .... in memory of the unique and valuable air services once provided, throughout New Zealand, by these facinating and versatile little aircraft.

Mark C
AKL/NZ

ADDENDA ....

Special thanks to Father Steve LOWE/"3RD LEVEL NEW ZEALAND" for his kind co-operation in regard to my use of a number of early aircraft images featured within "PART 1" of this article. I recommend that anyone interested in learning more about some of New Zealands past and present 3rd level airlines/operators should take time to familiarise themselves with the following fascinating website ....

3RD LEVEL NEW ZEALAND
3rdlevelnz.blogspot.co.nz/

PLEASE NOTE: I have endeavoured to credit all early photos (those not taken by me personally) to their known/rightful photographers .... or source of supply. Contact me directly in cases of any errors or omissions and I will do my utmost to ensure correct/propper accreditation if anything else is amiss.

[Tony Madge - HJG]

Great story Mark, never saw one of those planes let alone fly in one, mind you Im not sure I would fancy it now

[walterleo]

Hi Mark:

Wonderful post! Will send the link to a friend of mine who flew Grumman Mallards for Chalks in Florida. He still misses that time!

Many thanks

Walter

[skyking]

Hi Mark,

Great story. Never got to fly any of the Grummans, but DID get a chance to fly the Piaggio Royal Gull. Another great amphib. I was all set to get my seaplane rating in it, but it got sold before I could take my checkride. Don't know what I would've done with the rating anyway, but it would've been fun to have. I sure enjoyed flying it.

[aerofoto - HJG Admin]

In case anyone may be interested ....

Since posting this feature less than 1 week ago .... even more information has come to me (as is often the case with research projects) .... allowing me to expand, correct, and hopefully even further improve this feature .... through the adding of additional imagery (supplied to me) relating to both the pre, as well post, NZ ownership periods for some of the aircraft referenced within the text .... and which has also, now, prompted me to add all of the "known" details/histories (some information has, unfortunately, been lost over time and/or never recorded properly to start with) for "each of the 9 New Zealand operated aircraft referenced" .... and which I had all the while anyway having, personally, gone through most of the remaining log books for each individual aircraft during 1985/86.

It's only taken me 27 years to assemble/write what I've so far written (above) .... having first started this feature back in 1986 and as a reasearch assistant for a UK based historian.

I've no reason to doubt that I will, in due course, be able add even more information .... as it becomes availble to me .... and which is often the way "HISTORY/RESEARCH" works.

AND .... if anyone wants to see just what these aircraft were actually like to fly on .... then here's a few videos which might convey just such an impression ....

GRUMMAN WIDGEON.... though not one of ours .... since it features a more modern panel layout than that of the aircraft we operated in New Zealand ....
www.youtube.com/watch?v=9LfmKDm2THQ

PART 1
www.youtube.com/watch?v=VinsHMCH_dw
PART 2
www.youtube.com/watch?v=EbMjvEydU44&feature=relmfu

www.youtube.com/watch?v=X9gmxa6lmb4

GRUMMAN WIDGEON - NZ TOURIST AIR TRAVEL .... this's "possibly" one of the few, if not "THE ONLY", piece of old film/video (no sound though) showing a GRUMMAN WIDGEON of NZ TOURIST AIR TRAVEL .... probably shot back around the late 1950's or very early 1960's judging from the variation of livery applied to the aircraft ....
www.youtube.com/watch?v=b2Ur_91dWY4

GRUMMAN GOOSE - SEA BEE AIR .... this one "IS" shot from one of our own aircraft during 1988 (to and from Waiheke Island) .... and during the time I was down there researching and photographing the operations of the airline ....
www.youtube.com/watch?v=pJunmmcNBL0

And here's some other video shot on GOOSE airceraft operated overseas .... who among those whom have flown, or flown aboard, these aircraft can ever forget the sound .... not to forgetting the sensation either .... of a warmer T/O or landing. These aircraft have no sound insulation "to speak of" .... and their engines do have a very distinct/characteristic high pitched rev that's just "UNISTAKEABLE" ....

www.youtube.com/watch?v=M8EpAE6W3wk&feature=related

www.youtube.com/watch?v=V16gKz7mbPM

These aircraft represent some of my happiest and most enjoyable times/experiences associated with civil aviation

Mark C
AKL/NZ

[aerofoto - HJG Admin]

Sometimes .... I guess .... there's nothing more enjoyable than using the virtual FS world to try'n recreate some of ones most enjoyable past real world aviation experiences .... especially "IF" one can find the appropriate FS aircraft and scenery with which to achieve "just that" aim.

I had a bit more time free this afternoon (although some of this I actually started ages ago) .... SO .... already having installed most of what I wanted .... I decided to turn back the clock .... way back to the mid-to-late 1980's .... to an era during which I was fortunate enough to be able to enjoy flying, regularly, around New Zealands Hauraki Gulf on GRUMMAN GOOSE and WIDGEON amphibians .... whilst these were, then, still in service "here New Zealand".


The sight, sound, sensation, and just the sheer novelty of a water T/O and landing is, itself, a rarity within todays world of modern land-based aviation .... and is an "UNFORGETTABLE AND EXHILARATING EXPERIENCE", to say the very least, among most of whom might have been fortunate enough to enjoy/partake of such experiences. For me at least .... combining these/my own frequent experiences with classic 1940's aircraft, such as the GRUMMAN GOOSE and WIDGEON amphibians .... and these sorts of opportunities, for me at least, must be ranked as the "THE ULTIMATE AVIATION EXPERIENCE".

The GRUMMAN WIDGEON is/was a 4-5 PAX/seat light amphibious aircraft .... regarded by most pilots as being "quite a lively little aeroplane). Some 200 of these aircraft were produced by GRUMMAN .... most seeing service with both the US COAST GUARD and US NAVY during WW2 as JRF-1 and J4F-2 aircraft .... with a few of these also being lend-leased/transferred to the ROYAL NAVY during WW2 .... to be operated by COASTAL COMMAND as GOSLING 1 aircraft. During 1942 a US COAT GUARD JRF-1 patrolling the Mississippi Delta region of the Gulf of Mexico was even credited for depth-charging, and sinking, the U-166. After the war many J4F-1/J4F-2 aircraft remained in service with both the US COAST GUARD and US NAVY, but, just soon being regarded as war surplus material .... many of these were released and eventually converted for civil use .... to G44 WIDGEON aircraft. GRUMMAN also produced a number of civil versions also from 1946 (and a number of these aircraft were also produced, under license, as the French SCAN 30) .... as G44-A WIDGEON aircraft. Many of these aircraft entered service around the world .... and remained in service well into the 1980's (as was the case with New Zealands SEA BEE AIR) .... with both civil operators as well as private owner. A number of GRUMMAN WIDGEON aircraft were, during the 1960's, even upgraded with various marques of more powerful engines (ranging from 260 HP to 350 HP ratings) .... as well as performance enhancing/drag reducing features such as retractable wing tip floats which were applied to a few of these aircraft.


ONCE AGAIN .... one can't, really, ever beat the sheer uniqueness and exhilaration of a water T/O experience .... aboard a GRUMMAN WIDGEON in particular

At first there's not a lot to see .... because it's always such "A VERY WET" experience .... but .... there's certainly always a lot to hear because its also "A PARTICULARLY NOISY" experience too .... resulting in a classic "SHOWER OF SPRAY" being thrown right-up-over-the-aircraft (regardless of the sea condition) as T/O power is progressively applied ....







Prior to "getting up on on the step" (in order to be able accelerate across the surface of the water .... on the aircrafts keel .... rather than attempting to pushing through it) .... T/O power is, initially, restricted to around 2000-2500 RPM (to minimize the potential for prop damage caused by spray-blow-back) .... until the aircraft is, actually, "right up on the step, with the initial onslaught of prop-generated spray having passed. During this initial acceleration stage the aircrafts nose pitch attitude is increased .... in order aid "getting it right up there on the step" and as quickly as possible .... and once that's been achieved .... then more power is then applied in order to accelerate toward T/O speed .... with the aircrafts nose pitch attitude then being reduced, slightly, to more a horizontal plane .... and by which stage forward visibility has also then improved somewhat too for the lack of spray-blow-back ....









Mind you though .... "IF/WHENEVER" .... the sea condition is quite choppy/rough then forward visibility will always be "unavoidably limited" .... for the onslaught of spray-blow-back .... and in these conditions .... a water T/O can also then be "QUITE A VIOLENT AND HARD HITTING" experience. In fact hitting a succession of even moderately sized waves during T/O .... and at around 60-80 KTS or more .... can, really, make quite a lasting impression/impact upon one .... believe you me ;D


One of the principal reasons why the GRUMMAN amphibian air service became so popular .... and lasted so long in New Zealand .... is due to the great abundance of water, beaches, bays, and coves which make up the extensive shoreline of the greater Auckland region (as well as within Southlands equally abundant lake, coastal, and fiord littered region too) .... as well as its abundance of remote/isolated off-shore island communities scattered throughout the Hauraki Gulf.

servicing these islands .... "quickly and efficiently" (prior to the advent of helecopters and the more recently implemented cheaper/fast boat services .... both of which contributed, significantly, to the demise of SEA BEE AIR's amphibious air services during the late 1980's) .... was really only possible by "AIR" .... and made "even more efficient" through the ability of these amphibious aircraft to T/O and land on water.... and also then .... roll up onto beaches right on the doorstep of most of the coastal communities which make up the greater part of Aucklands mainland shoreline .... as well as that of the islands scattered throughout New Zealands Hauraki Gulf.

What could be better ?

Who "THEN" needed to rely upon slow/infrequent, even more weather dependent, coastal ferry services .... or .... less conveniently located rural airstrips either ?

The Hauraki Gulf is an extensive body of water enclosed within the 80KM length Coromandel Peninsula located to the east of Auckland .... and both Great Barrier and little Barrier Islands located to its northeast, the Firth Of Thames located to the south, and then extending along the eastern/Pacific coastal seaboard of the greater Auckland region and as far north as Cape Rodney ....



Enclosed within this roughly 4.000 square KM stretch of water are some 50 islands (although not all of these are publicly accessible or even populated) .... as well as countless mainland coastal community destinations also.

Being such a quality and beautiful aquatic adventure wonderland this region "ACTUALLY IS" .... by government/Conservation Department legislation it has been declared a Maritime Park since 2000.

Amphibious air services throughout this region .... using GRUMMAN WIDGEON aircraft (and later GRUMMAN GOOSE also) commenced from June 1955. Departing downtown Aucklands Mechanics Bay .... these services would then, typically, fly a route roughly indicated by that depicted per the following FS tour of New Zealands Hauraki Gulf ....


After T/O from Mechanics Bay at downtown Auckland .... heading north east toward the volcanic island of Rangitoto (now extinct having last erupted some 900 years previously .... this particular island has a more-or-less symmetrical appearance when viewed from either of the 4 compass points) and banking toward the east .... the islands of Motuihe, and Waiheke, are both visible to the right .... back grounded also by distant mountain ranges of the Coromandel Peninsula on the horizon ....



Level at 1,000 FT .... and heading east .... toward Motuihe Island .... back grounded by the much larger Waiheke Island. The latter being the largest among the Hauraki Gulf islands which are located nearest to Auckland city .... it supports a population of some 8,000 permanent residents. Once the most popular, and frequently visited, of the Hauraki Gulf islands .... the GRUMMAN amphibians flew daily schedules into both Oneroa (located on the islands northern seaboard), and Surfdale (located on the islands southern seaboard) .... along with occasional services to Onetangi Bay (located on the islands central northern/Pacific seaboard). Waiheke Island now supports its own small airstrip (located at Stoney Ridge on the islands central southern side) as well as 2 ferry-landing points. It's, perhaps, no surprise that the advent of cheaper/fast boat services, and land-based air service competition, to Waiheke Island, from 1986, resulted in such a sudden death-blow to the amphibious air services which once supported this island .... and which were discontinued within a year from 1988.



Continuing east at 1,000 FT .... over the southern end of Waiheke Island .... and heading towards Ponui Island. The islands of Pakatoa, Rotoroa (actually a rehabilitation center for alcoholics. Although well'n'truly distanced from the nearest "piss supplies", some of its patients have, been known, to become "quite incredibly resourceful/ingenious" in regard to accessing of personal "supplies" during their, supposed, rehabilitation process . Let's just say that even in the most difficult of circumstances .... "WHERE THERE'S A WILL THEN THERE's ALSO USUALLY A WAY" ;D), and Pakihi are also located here, and in close proximity to each other, but, aren't represented, at all, within FS ....



Leaving Waiheke Island and the mainland/city of Auckland astern .... heading north-northeast at 1,000 FT .... and striking out into the Hauraki Gulf .... Little Barrier Island is visible on the horizon at the left, with Great Barrier Island "just visible" on the center horizon .... along with Cape Colville, located at the northern most extremity of the Coromandel Peninsula, and which is also visible on the horizon and at the right ....



Still heading north-northeast .... well out over the Gulf now .... and nearing Great Barrier Island. This particular island is the largest and most distant of the Hauraki Gulf islands .... being located some 60 KM from downtown Auckland. The GRUMMAN amphibians frequently serviced 3 destinations on this island .... Port Fitzroy (located at its western extremity), Whangaparapara Harbour (located at roughly the center of the island and on its southern/Gulf seaboard), and Tryphena (located near the islands southern/Gulf extremity. This island also supports 3 ferry-landing points .... at each of these locations .... in addition to 2 airstrips located at both Claris/Kaitoke, and Okiwi, on the islands northern/Pacific seaboard. Again .... it's not too difficult to imagine the dramatic effect that cheaper/fast boat services as well as additional land-based air service competition each had upon the amphibious air services which once supported this island also .... and which were discontinued to most destinations on Great Barrier Island from 1989 ....



Altering course now .... to the north-northwest .... and heading toward Little Barrier Island which is visible to the left .... with the western/Port Fitzroy located extremity of Great Barrier Island still visible to the right ....



Holding a north-northwesterly heading now.... and nearing Little Barrier Island. This particular island is uninhabited (except for a government/Conservation Department ranger whom is stationed, permanently, on this island). Being a nature reserve .... comprising of an abundance of native flora and fauna species, and as well as other native wild life, now secure and breeding on the island (we certainly don't want/need the cats and rats to be upsetting the balance of nature "HERE") .... access to Little Barrier Island is restricted/rigidly controlled, being open to special invitation only, or, through other justifiable means solicitation in advance of visitation ....



Altering course again .... this time to the south-southwest .... and heading toward Kawau Island (with the nearby islands of Motuketekete, Moturekareka, and Moturoa .... which, unfortunately, aren't, represented within FS). Kawau Island was the residence of the colonial Governor George GRAY .... during the 1800's .... and being of such major historic significance to New Zealand, its Mansion House Bay is still popular with day trippers and other visitors throughout the year .... and which is facilitated, today, by fast boat services from both downtown Auckland, and nearby Sandspit. The GRUMMAN amphibians once flew into Mansion House Bay on a frequent basis ....



Altering course once again .... and now heading south-southeast in the general direction of Auckland city. Tiritiri Matangi Island is visible in the distance and at the left .... as is the eastern extremity of the mainlands Whangaparoa Peninsula to the right .... and with The Noises (rocks), Rakino, Motutapu, and Rangitoto islands, each background by the constant shoreline of distant mainland/Auckland ....



Continuing south-southeast at 1,000 FT .... and nearing Tiritiri Matangi Island .... the Titiri light (lighthouse) is "just visible" at the extreme left .... with The Noises (rocks), Rakino, Motutapu, and Rangitoto islands, and the distant shoreline of mainland/Auckland all now "a little more visible" ....



Still maintaining a south-southeasterly heading at 1,000 FT .... and flying over/down the Rangitoto Channel .... Motutapu Island appears to to the left, with Rangitoto Island appearing ahead and to the right ....



Still on the same roughly south-southeasterly heading and still at 1,000 FT .... the volcanic rise/peak of Rangitoto Island, Aucklands Waitemata Harbour, (the port of Auckland), and Mount Victoria on Devenports North Head .... are each now "very clearly visible" ....



.... and that, then, concludes this quick tour of the Hauraki Gulf .... in Auckland, New Zealand.


AND NOW .... just to introduce some of my FS2004 GRUMMAN WIDGEON fleet which made this trip back in time both "possible and a pleasure" ....

GRUMMAN G-44A WIDGEON ZK-AVM AMPHIBIAN AIRWAYS - ZK-AVM is still in existence today and is currently being overhauled/restored to flying condition by AEROSPECS LTD and Ardmore Aerodrome, Auckland, New Zealand (see the above feature article for a full report on this particular aircraft)


GRUMMAN G-44A WIDGEON # 129 PORTUGUESE NAVY


GRUMMAN G-44 GOSLING 1 FP462 ROYAL NAVY - this particular aircraft later became ZK-BAY and served, in New Zealand, with AMPHIBIAN AIRWAYS, NZ TOURIST AIR TRAVEL, and MOUNT COOK AIRLINES .... it was Written-off in a fatal accident, near Browns Island, at Aucklands Waitemata Harbour, on Christmas eve of 1970 (see the above feature article for a full report on this particular accident)


GRUMMAN JRF-1 V203 US COAST GUARD


GRUMMAN J4RF-2 US NAVY BUA 37726 - this particular aircraft later became ZK-CHG and served, in New Zealand, with NZ TOURIST AIR TRAVEL, and MOUNT COOK AIRLINES. It was withdrawn from service during May 1976 and, whilst it's still in existence today, it has also been largely cannibalized for spares by SEA BEE AIR, AQUATIC & VINTAGE AIRWAYS, and SALT AIR in order to keep other aircraft serviceable. It's currently in storage at Ardmore Aerodrome, Auckland, New Zealand (see the above feature article for a full report on this particular aircraft)


GRUMMAN J4RF-2 US NAVY BUA 37726 - 2nd livery (see the above feature article for a full report on this particular aircraft)


These GRUMMAN WIDGEON models are by Joe BINKA. The textures (excluding both AMPHIBIAN AIRWAYS and the PORTUGUESE NAVY examples) are by my friend and colleague Michael VERLIN. The panel is also by Joe BINKA .... with some editing by Michael VERLIN. And the sound pack .... although one can't hear it within this presentation .... is by myself and friends (and just has to be heard to be believed) .... although it is "still, currently, under development". In fact I'm preparing 2 soundpacks for the GRUMMAN WIDGEON's. One representing the original 200 HP Ranger engines (as depicted on each of these models), and the other version representing the later 260 HP Continental engine upgrades.

Mark C
AKL/NZ

[skyking]

Great post, Mark. So.....is HJG going to host these aircraft ?

[aerofoto - HJG Admin]

Actually .... I forgot that you would probably be very familiar with some of the Hauraki Guld scenery I've related to (above) Jim .... from your container ship trip to AKL during the late 1990's .... long after thee aircraft disappeared though

is HJG going to host these aircraft ?

Too small .... too noisey .... too slow .... and above all probably too wet for HJG Jim ;D

BUT .... I'll certainly continue working of these (in the future) as one of my own "Private Projects" and in association with other community suppliers.

Might have "something similar" to present in regard to the GOOSE later on, but, we'll just have to see how I go for time.

Mark C
AKL/NZ

[skyking]

Oh yes.....I remember the Hauraki Gulf. Wasn't there a BIG sailing event there as well years ago? Nice part of the World for sure. I'd like to get back that-a-way, but I fear time is running out !!

[Herman]

Thank you so much Mark for your wonderful and exciting article and the history of the Grumman Widgeon and Goose in service with various operators in New Zealand.

Your many pictures and illustrations added much interest to your article.

Also your virtual trip though Hauraki Golf gave us a good sence of all the various communities that were served.

Cheers; Herman

[garryrussell]

Great read Mark

Thanks for that

This is a very interesting aspect of aviation I've never seen in real life

Intriguing the typical boarding as that implies pax got on board wet...with all the potential problems that could entail??

[aerofoto - HJG Admin]

That would have been common in regard to SEA BEE AIR's operations in the Pacific (both in Fiji and Tuvalu) .... where facilities were as "limited" as coral was "abundant" (I'm sure they witnessed some very interesting, if not hilarious, situations there during these sorts of boardings/deplaning) .... BUT .... in respect of the New Zealand operations, PAX "almost never" got their feet wet. Auckland/Mechanics Bay, and the Bay Of Islands/Paihia and Russell each had ramp facilities .... with PAX mostly boarding on the "hard" and the aircraft then being started, and driven into the tide (as is evidenced by the SEA BEE AIR video link on one of my earlier postings above) .... and at landing points on all of the other many islands of the Hauraki Gulf, these aircraft drove right up onto the beach in most cases .... with PAX then alighting/boarding on the "hard" once again. It was a great operation .... and I owe much to the pilots, engineers, and other staff of SEA BEE AIR, during the 1980's, for giving me the opportunity to participate in what they were doing.

Mark C
AKL/NZ

[garryrussell]

;D I know it wasn't normal and jetties of boats were used, just I though it odd that soaking wet pax would climb aboard putting water into the cabin where it would serve no long term good.

Maybe if it wasn't very often they'd get away with it

[walterleo]

Hi:

Besides the effects of salt, there is also a funny specialty to flying boats and floats: Even if you have a seaplane rating multiengine you are not entitled to fly a single engine seaplane. Reason: a mulitengine seaplane can be "taxied" by differential engine thrust, not so a single engine seaplane. And its much more difficult to handle a single engine seaplane on water than a multiengine seaplane the water rudder is not a great help. So you must learn to handle it and get an extra rating.

Kind regards

Walter