Post by aerofoto - HJG Admin on Jun 5, 2007 5:03:53 GMT
"AIR NZ DC-8 DIGEST"
In comparison with other major airlines around the world New Zealand's international flag air carrier, AIR NEW ZEALAND (formerly TEAL), entered the pure jet age considerably later than most.
In Great Britain BOAC COMET 1's inaugurated the worlds first commercial jet air services from May 1952, followed by COMET 4's which began flying the first scheduled commercial trans-Atlantic jet services to the USA and most dominion countries from October 1958, whilst in Australia, B707-138's began entering QANTAS AIRWAYS service from August 1959.
Prior to 1960 government policy and the logistical limitations of early land-based civil aircraft types, as well as airport facilities available throughout most of the South Pacific islands serviced by TEAL, had kept the airline on the water far longer than most other water-borne airlines around the world. This was despite the airline recognizing a move to land-based aircraft .... jet equipment in particular by the 1960's .... was imperative in order for it to remain competitive even within its then small sphere of trans-Tasman and South Pacific regional influence.
"TASMAN EMPIRE AIRWAYS" LIMITED (TEAL) was formed during August 1939 .... with equal shares in the airline being held by the governments of Australia, Great Britain, and New Zealand. TEAL commenced services between Auckland and Sydney on April 30th 1940, operating 2 SHORT S30 EMPIRE flying-boats. These aircraft were replaced with 4 SHORT S25 V SANDRINGHAM flying-boats from July 17th 1946, but, proving unsatisfactory were withdrawn from service within 2 years and replaced with 4 SHORT S45 SOLENT III flying boats from September 29th 1949, along with a single SHORT S45-A SOLENT IV flying-boat which was delivered to the airline on November 14th 1949 (the SANDRINGHAM's had been operating at the extreme limits of their technical and logistical capabilities having never been designed for the type of services being demanded of them). TEAL also operated a single PBY CATALINA PB2B-1 flying-boat which was employed primarily for crew training and survey flights throughout the Pacific region until 1949. TEAL's flying-boats operated supply, coastal patrol, and reconnaissance flights throughout the Pacific region during World War 2; maintained an air link between New Zealand and remote Chatham Island until April 7th 1954; flew trans-Tasman PAX services between New Zealand and Australia until May 15th 1954; and inaugurated the airlines famous "Coral Route" linking Auckland with the Cook Islands (Aitutaki), Fiji, Samoa, and Tahiti which was operated from December 27th 1951 until September 15th 1960 .... the airline accumulating some 2 decades of water-borne experience by this time.
During October 1953 TEAL inherited 3 DC-6 prop-liners through the demise of BRITISH COMMONWEALTH PACIFIC AIRLINES (BCPA). These entered service with the airline on May 14th 1954 .... to become its first land-based aircraft. TEAL then entered the turbine era when the first of 3 factory fresh L-188C ELECTRA turbo-props were delivered to the airline from November 19th 1959 .... with a further 2 aircraft being acquired from QANTAS AIRWAYS during 1965 and 1970.
When QANTAS AIRWAYS ordered B707-138 jet equipment during the 1950's it recommended TEAL should act similarly. However TEAL's loading's, and the type of routes the airline operated simply didn't justify the acquisition of highly expensive jet equipment. DC-6 prop-liners, turbo-prop ELECTRA's, and the airlines remaining SOLENT flying boats were quite adequate for its operations prior to 1960.
By the early 1960's though TEAL was beginning the next phase of its forward planning .... this time in regard to its options for future pure jet equipment. There were 6 possible candidates .... the DH-106 COMET IV, B707, CV880 or CV990, DC-8, and the VC10. LOCKHEED had no pure jet civil project/s under development that might otherwise have resulted in it then retaining the airlines custom (it had failed to appreciate jets were about to become the future foundation of world civil aviation).
TEAL initially favoured COMET IV jetliners .... the reputation of these aircraft having being redeemed through BOAC's successful reintroduction of the type from October 1958. The airline was also aware that BOAC was planning to withdraw its COMET fleet from service by the mid 1960's. Availability of these aircraft therefore coincided with its anticipated jetliner needs. New Zealand's colonial "Buy British" political mentality of that era and the assumed cost-effectiveness of such acquisitions were also undoubtedly strong motivating factors behind TEAL initially considering COMET IV's.
However closer analysis of the COMET IV revealed these aircraft simply did not have the range or capacity to meet the airlines future route and load projections. At best they could only ever represent interim rather than long term jet equipment. Despite their superior speed neither the CV880 or CV990 could be operated "economically" .... nor did these aircraft have sufficient range and capacity either. Although the VC10 was considered the most advanced of the 1st generation civil jetliners it wasn't anticipated to enter commercial service until the mid 1960's following this aircraft's lengthy development .... but .... BOAC was also at this time actively criticizing the aircraft (in favor of US-built jetliners/the B707-420) and which ultimately adversely influenced prospective buyers to the extent of harming its marketing potential. This left TEAL with 2 only practical options .... the B707 (possibly the -320B) or DC-8-50.
Both the B707 and DC-8 were similar in respect of their payload/range capabilities, but the DC-8, with its 5* less wing sweep (and despite being slightly slower than the B707) was already known to offer a somewhat smoother/more comfortable ride as well as being capable of operating into some ports with less limitations than applied to the B707 during extreme conditions. This background, as well as the airline having already developed and maintained a favorable relationship with DOUGLAS (considered by most at the time to be the last word in civil aviation engineering) throughout the period of its DC-6 operations, resulted in TEAL ultimately selecting the DC-8. A contract was therefore signed between the airline and DOUGLAS AIRCRAFT COMPANY on September 23rd 1963 for the acquisition of 3 DC-8-52's .... for delivery during 1965. These 3 aircraft were destined to become ZK-NZA (C/N # 45750), ZK-NZB (C/N # 45751), and ZK-NZC (C/N # 45752).
In the meantime the New Zealand government had acquired the remaining foreign/Australian owned shares in TEAL during 1965 (the airlines UK owned stock had been acquired during 1953), and at which point the airline then became a 100% New Zealand state-owned owned enterprise. TEAL was therefore renamed "AIR NEW ZEALAND" on April 1st 1965 .... prior to taking delivery of its DC-8's.
The airlines first DC-8, ZK-NZA, performed its maiden flight from Long Beach, California, on February 14th 1965. Following crew training, provided by UNITED AIR LINES in the USA, DC-8 ZK-NZA was then delivered to the airline on July 20th 1965 .... supporting a hybrid livery composed of both "AIR NEW ZEALAND" and "TEAL" titles which were applied fleet-wide throughout the first year of the airlines transitional rebranding.
The 6,510 mile non-stop delivery flight to Auckland was operated direct in 13 hours 32 minutes .... under the command of captain Doug KEESING. The delivery of ZK-NZA was closely followed by sister-ships ZK-NZB on August 12th 1965, and ZK-NZC on September 22nd 1965.
Each of AIR NEW ZEALAND's DC-8-52's had a fuselage length of 150ft 6in, wingspan of 142ft 5in, capacity for 129 PAX in a dual First/Economy Class configuration. These aircraft had a MTOW of 305,000lbs, range of some 5,375nm (depending upon payload and reserves), and were powered by 4 P&W JT3D-3B fan-jet engines rated at 18,000lb/st e/a .... although ZK-NZF and -NZG (acquired later and 2nd-hand from UNITED AIR LINES) were each powered by P&W JT3D-1 fan-jet engines rated at 17,000lb/st e/a. These aircraft were also certified for "Pod Pack" operations (5th pod/carriage of a spare engine) .... an unusual configuration which was occasionally employed by the airline when operational circumstances required a replacement engine being ferried to a stricken/stranded aircraft overseas. All AIR NEW ZEALAND DC-8's were initially flown by 4-man crews composed of a captain, F/O, F/E, and navigator .... although navigators were dispensed with during the early 1970's when the airlines DC-8's were each equipped with Dual Doppler Navigation Systems.
The airlines DC-8's were the source of tremendous pride for both the airline and the nation generally. Prior to entering service one aircraft was opened for inspection at Auckland International Airport on October 2nd 1965 by an enthusiastic public eager for a close look at AIR NEW ZEALAND's brand new fleet acquisition.
On October 3rd 1965 ZK-NZB flew AIR NEW ZEALAND's first ever DC-8 service .... operating between Christchurch and Sydney. The airline then flew its first scheduled flights through the new Auckland International Airport, at Mangere, on November 24th 1965 .... operated by a DC-8 service to Sydney along with an L-188 ELECTRA service to Nandi .... although the airport was not officially opened until January 29th 1966.
This was a time of major expansion for AIR NEW ZEALAND. The longer ranging DC-8's promoted services to new and exotic overseas destinations along with significantly reduced traveling times along all operated routes. These new services were often (and unusually by today's standards) preceded by "non-commercial route proving/promotional flights" in advance of the commencement of scheduled services along such routes. The first of such flights operated between Auckland and Los Angeles on December 10th 1965. AIR NEW ZEALAND DC-8's then began operating a twice weekly scheduled service to Los Angeles (via Nandi and Honolulu) on December 14th 1965. Similar promotional flights were also operated to the Orient during February 1966 .... first to Hong Kong on February 15th, then to Singapore on February 24th 1966. Scheduled AIR NEW ZEALAND DC-8 services to Hong Kong (via Sydney and Manila) then commenced on March 3rd 1966, followed by Singapore (via Sydney .... although one flight is known to have operated via Alice Springs) on April 6th 1966.
Disaster occurred on the afternoon of July 4th 1966. DC-8 ZK-NZB (having accumulated only 2,275 hours total flying time since delivery) was written-off during a training flight at Auckland International Airport. The aircraft was performing a series of touch and go landings during which simulated failed engine procedures were being rehearsed at TO. The accident occurred as the check captain rapidly retarded the # 4 engine thrust lever moments after lift-off. Generated inertial forces then caused the associated thrust brake lever to suddenly rise and enter the reverse idle detent. With insufficient altitude, an asymmetric power condition, and only minimum control airspeed available immediately after rotation, recovery was impossible before the aircraft banked and side slipped uncontrollably .... impacting the ground about its starboard wingtip, then cartwheeling and disintegrating for several hundred yards along the main taxiway. 2 of the 5-man crew aboard the aircraft were killed in this accident .... and which also hilited a potentially fatal flaw within the DC-8 thrust lever system that, although previously experienced by the airline, had not been reported by other DC-8 operators or encountered during developmental/flight testing and certification of the type.
DC-8's relaunched AIR NEW ZEALAND flights to Pape'ete on November 5th 1967 after a more than 2 year suspension of services to French Polynesia. This service was operated as the first stage of a 3rd new weekly frequency to Los Angeles. An additional 2 factory fresh DC-8's were acquired by AIR NEW ZEALAND during 1968. These new aircraft became ZK-NZD (C/N # 45932) which was delivered on January 29th 1968, and ZK-NZE (C/N # 45985) delivered on February 28th 1968 .... increasing the airlines DC-8 fleet strength to 4 aircraft. Both of these DC-8's were delivered featuring the airlines definitive "Five Star Jet" livery of the late 1960's and early 1970's era.
September 11th 1968 marked the 40th anniversary of the first crossing of the Tasman Sea by Australian pioneer aviator Sir Charles KINGSFORD-SMITH ("SMITHY") .... operated by a FOKKER TRIMOTOR aircraft named "SOUTHERN CROSS". In commemoration of this famous event Mr T.H.McWILLIAMS (SMITHY's radio operator from that epic flight) was carried as a VIP PAX aboard a scheduled AIR NEW ZEALAND Auckland/Sydney DC-8 service. This particular flight was commanded by Captain R.McWILLIAMS .... son of the VIP PAX.
From May 27th until September 20th 1969 DC-8 ZK-NZA was leased to KLM ROYAL DUTCH AIRLINES. In KLM service this aircraft became PH-ADA and was named "Antony FOKKER" .... and for a time supported its AIR NEW ZEALAND tail livery with KLM fuselage striping prior to acquiring the full/definitive KLM period livery.
During the pre-dawn hours of April 17th 1970 PAX aboard a Nandi/Auckland bound AIR NEW ZEALAND DC-8 service were treated to what was later described as "the sight of a lifetime" .... witnessing the fireball created by APOLLO 13's Command and Service Module as it re-entered the earths atmosphere, over the Pacific Ocean, upon the safe conclusion of its aborted/trouble-stricken NASA moon-landing mission.
AIR NEW ZEALAND DC-8 services between Auckland and Melbourne commenced from July 1st 1970 .... then Christchurch/Melbourne from July 4th 1970 .... followed by Auckland/Nandi/Honolulu DC-8 services from August 20th 1970 .... along with services to Noumea also from September 1970. A 5th DC-8 was delivered to AIR NEW ZEALAND on November 1st 1970. This particular aircraft was initially leased from UNITED AIR LINES and became ZK-NZF (ex N8036U C/N # 45303). It did not enter service until December 14th 1970 and was eventually acquired by the airline on July 9th 1971. From April 1st 1971 the airlines frequency to Los Angeles was increased to 4 services each week with the introduction of a 2nd flight via Honolulu. AIR NEW ZEALAND's 6th and final DC-8 was also acquired from UNITED AIR LINES on October 21st 1971. It became ZK-NZG (ex N8034U C/N # 45301) and entered service with the airline on November 29th 1971. The airlines frequency to the US west coast was again increased to 5 services each week from November 1971 with extension of its Auckland/Nandi/Honoloulu service to Los Angeles .... then increased to 6 services per week from January 31st 1972 with further extension of its Auckland/Pape'ete service to Los Angeles.
AIR NEW ZEALAND's final L188 ELECTRA service operated into Wellington on May 30th 1972. DC-8's then commenced flying the airlines international services through Wellington .... operating Wellington/Sydney from June 1st 1972, then Wellington/Melbourne from June 2nd 1972, followed by Wellington/Brisbane from from June 4th 1972. These services were also operated under a code-share agreement with QANTAS AIRWAYS .... until the Australian airline introduced B747-SP aircraft on its Wellington route from December 1981.
AIR NEW ZEALAND entered the jumbo-jet era on January 27th 1973 with delivery of the first of its 8 DC-10-30's (ZK-NZL) .... the last of which (ZK-NZT) was delivered to the airline on July 22nd 1977. Prior committing to DC-10's the airline had considered re-equipping with either DC-8 SUPER 61, SUPER 62, SUPER 63, or L-1011 TRISTAR aircraft .... the latter wide-body type being its favored option. By this time though DC-8's represented old technology and McDONNELL-DOUGLAS had also ceased production of the type during 1972. The TRISTAR initially appeared promising .... but .... the LOCKHEED/ROLLS ROYCE crisis of the early 1970's suddenly posed doubts in regard to the types future and inevitably delayed development of preferred heavier and longer ranging versions of these aircraft.
The DC-10's also introduced AIR NEW ZEALAND's new corporate identity of the 1970's, featuring the Maori "Koru" tail logo, with fuselage/tail stripping in a style representative of the tall stern posts of Polynesian Pacific voyaging canoes from pre-European times. The first of the airlines 6 DC-8's appeared this new livery during May 1973 with conversion of the remainder of the fleet being completed prior to the end of 1973.
It was during this period that the airlines DC-8 fleet was also equipped with tail logo night-lighting .... its aircraft being among few of the type operated anywhere in the world to be fitted with this particular feature.
From December 2nd 1973 DC-8's began operating AIR NEW ZEALAND services to Rarotonga, and on December 4th 1973 reopened the airlines new "Coral Route" .... linking Auckland, Nandi, Pago Pago, Rarotonga, and Pape'ete. The airlines original "Coral Route" having been operated by TEAL flying-boats between 1951 and 1960.
New Zealand's South Island city of Christchurch successfully won its bid to host the 10th British Commonwealth Games during early 1974. AIR NEW ZEALAND was awarded official carrier status for these games. During the year leading up to this prestigious sporting event the airlines entire DC-8 and DC-10 fleet supported promotional decals featuring a legend reading .... "OFFICIAL AIRLINE TO THE XTH BRITISH COMMONWEALTH GAMES 1974 CHRISTCHURCH NEW ZEALAND" .... accompanied by the stylized "NZ74" games logo .... each of which were located on the forward lower port side fuselage of each aircraft.
On January 30th 1974 HM Queen Elizabeth 2 traveled on AIR NEW ZEALAND DC-8 ZK-NZC between Rarotonga and Christchurch to officially close the 1974 Commonwealth Games. This royal charter was commanded by captain Ross JOHNSON. The queen was accompanied by both HRH Princess Anne and Captain Mark PHILLIPS for this occasion.
From March 10th 1974 AIR NEW ZEALAND launched some direct services between Auckland and Rarotonga .... then Auckland/Rarotonga/Nandi DC-8 services from March 12th 1974 .... followed by Auckland/Rarotonga/Pape'ete services from April 2nd 1974. The airline also then commenced Christchurch/Wellington/Nandi DC-8 flights from April 4th 1974 .... and then Nandi/Welligton/Christchurch services from June 8th 1974.
From May 1974 some AIR NEW ZEALAND DC-8 services to both Pago Pago and Pape'ete from Auckland became direct rather than multi-staged flights through the Pacific region. Then from April 3rd 1975 the airlines Auckland/Rarotonga direct service frequency was increased to 3 flights each week.
On the evening of September 21st 1975, AIR NEW ZEALAND DC-8 ZK-NZC, under the command of captain Don NICOLLS, was involved in a potentially dangerous incident during its approach into Wellington International Airport .... an event which has since become known as "The Newlands Beacon Incident". The aircraft was operating a scheduled Christchurch/Nandi (via Wellington) service .... and the crew flying a routine twin-locator/NDB approach into Wellington at the time of this event. Other than intercepting the Newlands beacon somewhat prior to their expectation, then compensating for this by increasing the aircrafts ROD, everything appeared quite normal throughout this approach .... until the aircraft broke cloud and the crew discovered .... to their sudden alarm .... that the aircraft was within hundreds of feet from ploughing into residential housing within the Wellington suburb of Newlands (the aircraft was apparently so low that news head lines the following day read .... "We Thought It Was Going To Fly Through Our Ranch Sliders"). Power was applied immediately .... the approach aborted ... and a 2nd, and this time successful radar co-ordinated approach then commenced without further incident, and with the service then later continuing on to Nandi later and as scheduled following pre-departure ground inspections having determined no problems in relation to any of the aircraft's onboard equipment. What followed later resulted in this incident being as badly handled by the airline as it was also by the NZCAD .... at the time. Wellington ATC had, for some time previously, been in receipt of a considerable number of reports from pilots in regard to problems associated with the Newlands beacon. Concerns had also having been vocalized by Newlands residents too, in regard to their safety concerning low flying aircraft over their suburb, but, having been "verbalized only", neither previously vocalized aircrew reports, nor publicly vocalized concerns either, had ever been "formally directed" to the NZCAD, and which resulted in these matters never being adequately addressed .... prior to this particular AIR NEW ZEALAND DC-8 incident. Upon investigation, by the NZCAD, it was determined, and much to the surprise/concern of all parties, that signals emanating from the Newlands beacon, were in fact being ghosted/transmitted by power cables for a considerable distance north of the beacons location .... therefore resulting in false navigation fixes/indications aboard aircraft approaching Wellington from the north and using this particular navigational aid .... as was then confirmed to have been the case in this particular DC-8 incident. The DC-8 crew "were not responsible" for events leading up to the Newlands beacon incident .... but sadly .... the captain was non-the-less subjected to disciplinary action and demoted to F/O as a result of this event, and to add further insult to injury, he was also then "forced" to undergo a year of re-training" (having originally been one of the airlines DC-8 check and training captains) .... all of which resulted in his eventual resignation from the airline. Some 30 years were to pass before AIR NEW ZEALAND, by this time under the direction of CEO Rob FYFE, "formally apologized" to the captain (much to his gratitude .... albeit far too late to make any professional difference) for the manner in which the airline had handled this particular affair in accordance with the corporate culture of the time.
As more DC-10's entered service with AIR NEW ZEALAND the inevitable, and progressive, disposal of the airlines DC-8 fleet was commenced from 1976. DC-8 ZK-NZF was sold to McDONNELL-DOUGLAS on March 25th 1976. It was leased to CYPRUS AIRWAYS from March 30th 1976 until March 1st 1978 .... where it became N99862 (the registration 5B-CAC was previously allocated to this aircraft but not taken up). This particular aircraft was damaged during the February 19th/20th 1978 gun battle at Nicosia Airport then returned to McDONNELL-DOUGLAS for repairs.
It was then sold to AMERICAN JET INDUSTRIES on March 1st 1978, then sold to EVERGREEN INTERNATIONAL AIRWAYS on September 2nd 1978 .... where it became N804EV.
This aircraft was next leased to LIBYAN ARAB AIRLINES from October 8th 1979 until October 24th 1979 .... and again also from November 6th 1979 until November 25th 1979. It was finally withdrawn from service during January 1984, stored at Marana, Arizona, USA, and progressively cannibalized for spares then scrapped during January 1984.
From April 4th 1976 AIR NEW ZEALAND DC-8's commenced operating direct services between Wellington and Pago Pago.
On October 13th 1976 DC-8 ZK-NZG was sold to EVERGREEN INTERNATIONAL AIRWAYS .... where it became became N800EV.
It was leased to LIBYAN ARAB AIRLINES from October 3rd 1979 until October 8th 1979, then leased to OVERSEAS NATIONAL AIRLINES from June 3rd 1980 .... and immediately sub leased to SAUDIA ARABIAN AIRLINES until January 20th 1982, then leased to NORTHEASTERN INTERNATIONAL AIRWAYS from January 20th 1982 until February 15th 1984.
It was withdrawn from service on February 15th 1984, stored at Marana, Arizona, USA, and was progressively cannibalized for spares then scrapped during the mid 1980's.
DC-8 ZK-NZA was also sold to EVERGREEN INTERNATIONAL AIRWAYS .... on January 14th 1977.
It was then leased to NORTHEASTERN INTERNATIONAL AIRWAYS from March 1st 1982 until February 15th 1984 when it too was withdrawn from service, stored at Marana, Arizona, USA, and then scrapped during the mid 1980's having accumulated some 49,141 hours total flying time.
The airlines 3 remaining DC-8's commenced Auckland/Rarotonga/Honolulu services from June 4th 1977 .... increasing the frequency of AIR NEW ZEALAND flights to US territories to 10 services each week.
On April 1st 1978 NEW ZEALAND NATIONAL AIRWAYS CORPORATION (NZNAC) was merged into AIR NEW ZEALAND after several years of intense political debate in regard to the commercial advisability of such a merger. At the time of this merger the combined new AIR NEW ZEALAND fleet was composed of 9 B737-200, 3 DC-8-52, 8 DC-10-30, 13 F27-100, and 4 F27-500 aircraft. Following this merger most of the airlines trans-Tasman services from both Auckland and Christchurch were operated by DC-10's, whilst DC-8's continued being primarily relegated to maintaining international services between Wellington and Australia's 3 principal eastern seaboard cities, Pacific islands ports, and operating extra regional services from both Auckland and Christchurch. Some peak domestic flights between Auckland and Wellington were also operated by DC-8's .... whilst DC-10's operated similar peak services between Auckland and Christchurch. AIR NEW ZEALAND's shorter Pacific regional services from Auckland were then operated by B737-200 ZK-NAP (the airlines only over water operations configured B737 at the time and which was also leased to POLYNESIAN AIRLINES) .... whilst F27-500's operated the shortest of the airlines Pacific regional services to Norfolk Island from Auckland.
The FAA worldwide grounding of DC-10's from June 7th until July 14th 1979 (following the May 25th 1979 AMERICAN AIRLINES DC-10 disaster at Chicago) imposed severe disruption to the services of all DC-10 operators worldwide. AIR NEW ZEALAND was particularly adversely impacted, with its long haul fleet consequently being reduced from a fleet strength of 8 DC-10's to just 2 DC-8's (1 DC-8 was already out of service prior to the onset of this particular crisis undergoing scheduled heavy maintenance at Auckland) and with which the airline then struggled to maintain its international route network .... aided by B737-200's (ZK-NAP and ZK-NAR) over shorter trans-Tasman and Pacific regional routes. This crisis further escalated on June 10th 1979 when DC-8 ZK-NZD was damaged as the result of an axle/truck failure and tire blowout incident upon departure from Honolulu .... suddenly reducing the airlines medium/long haul international fleet strength to just a single DC-8. During this incident the aircraft's starboard main gear tires were stripped to their bare metal rims, with debris from the ruptured tires puncturing both the starboard wing and tanks, which resulted in substantial fuel leakage within close proximity of what remained of the aircraft's already white-hot starboard main gear leg and truck posing the risk of fire and a potential explosion. The T/O was successfully aborted, and the aircraft evacuated on the runway at Honolulu, without any casualties among its entire PAX and crew. The DC-8 was promptly repaired then returned to service within several days of this incident.
Throughout duration of the DC-10 grounding AIR NEW ZEALAND freight services between Auckland and Los Angeles were maintained using a series of DC-8 SUPER 61CF and SUPER 63CF charters operated by FLYING TIGERS. A number of PAX services between Auckland and Los Angeles were operated by a chartered PAN AM B747-100 in order to address the airlines increasing PAX/freight backlog on this prestigious route. Some services between Auckland and Australia's principle eastern seaboard ports were also operated by B747-200B aircraft similarly chartered from QANTAS AIRWAYS .... whilst services to the Pacific islands from Auckland operated by B737-200's ZK-NAP and ZK-NAR (the only 2 B737's in the AIR NEW ZEALAND fleet by this time configured for over water type operations). Throughout this crisis the PAX backlog was also managed through re-booking AIR NEW ZEALAND PAX on other carriers that serviced both Auckland and Christchurch and which were unaffected by the DC-10 grounding. The effects of accumulated PAX and freight backlogs continued impacting AIR NEW ZEALAND for a period following lifting of the FAA imposed DC-10 grounding and resulted in the airline also temporarily chartering a WORLD AIRWAYS DC-10-30CF (believed to have been N107WA) to operate a number of services during July 1979.
1979 was a particularly bad year for both international airline safety and the operations of AIR NEW ZEALAND too. The airlines woes commenced with the loss of F27-500 ZK-NFC on approach to Auckland at the conclusion of a ferry flight from Gisborne on February 17th 1979, followed by the 6 week long DC-10 grounding between June and July of 1979, then the loss of DC-10-30 ZK-NZP, with 257 lives, during a sightseeing flight over the Antarctic on November 28th 1979 (the airlines first ever and only loss of a commercial flight). Loss of the DC-10 left AIR NEW ZEALAND short of capacity out of Auckland and resulted in the airline operating DC-8's on some services to Australia's principle eastern seaboard ports throughout the December 1979/January 1980 summer period.
A new Auckland/Tokyo service was launched (via Nandi) by AIR NEW ZEALAND on August 1st 1980. Re-equipped with Omega navigation systems the airlines DC-8's flew this route for the first 6 months of operation before being replaced by DC-10's which then flew this service direct.
A regular trans-Pacific DC-8 freighter service was also introduced between Auckland and Los Angeles from August 4th 1980 .... again using DC-8 SUPER 63CF aircraft chartered from FLYING TIGERS. At this particular stage of its operations the AIR NEW ZEALAND fleet lacked any pure freight configured aircraft.
DC-8 ZK-NZD was withdrawn from service on February 3rd 1981 for conversion to pure freighter by McDONNELL-DOUGLAS at Tulsa, Oklahoma, USA. The aircraft was then redelivered to AIR NEW ZEALAND as a DC-8-54F on October 8th 1981 .... and progressively acquired the 1980's introduced AIR NEW ZEALAND livery. During the toughening economic climate of the 1980's the airlines DC-8 freighter was, for a time, the only aircraft within its entire fleet actually recording a profit .... despite AIR NEW ZEALAND having reluctantly become involved with pure freight operations only upon the insistence of the then MULDOON government.
A further 2 royal charters were operated by AIR NEW ZEALAND DC-8 ZK-NZE during 1981. On October 13th HM Queen Elizabeth 2, accompanied by HRH Duke of Edinburgh, were flown from Adelaide to Christchurch to commence their royal tour of New Zealand. The same royal entourage then flew from Auckland to Perth on October 20th upon the conclusion of their 1981 tour. Both of these royal charters were commanded by Captain Fred DOUGLAS.
The first of 5 factory-fresh B747-200B's (ZK-NZV "Aotea") were delivered to AIR NEW ZEALAND from May 29th 1981 .... the last of which (ZK-NZZ "Tokomaru") was delivered to the airline on August 25th 1982. The airlines new corporate identity of the 1980's was also introduced with delivery of the B747's and implemented fleetwide.
During this period AIR NEW ZEALAND commenced the disposal of its remaining 7 DC-10's when ZK-NZN was acquired by ILFC and leased to WESTERN AIRLINES (N821L .... also sub leased to AIR PACIFIC) on April 14th 1981, and which concluded with the sale of ZK-NZR to ILFC on December 18th 1982 and which was then leased to LINHAS AEREAS DE MOCAMBIQUE (F-GDJK "Maputo"). DC-10's ZK-NZS and ZK-NZT remained under AIR NEW ZEALAND ownership but were leased to LAN CHILE (CC-CJS "Santiago" and CC-CJT "Valparaiso" respectively) between June 1982 and August 1986. Both aircraft were returned to AIR NEW ZEALAND and sold to ILFC .... ZK-NZT being leased to AMERICAN AIRLINES (N164AA) from June 16th 1986, and ZK-NZS being leased to SAS (SE-DFK "Rurik Viking") from August 1st 1986.
On December 15th 1981 ZK-NZE operated AIR NEW ZEALAND's final DC-8 PAX service between Melbourne and Wellington. This last flight was commanded by Captain Kieth WALSH. Both of the airlines 2 remaining DC-8's (ZK-NZC and ZK-NZE) were then withdrawn from service and stored at Marana, Arizona, USA, to await their fate. Both aircraft languished in the desert for a considerable period before being reactivated and pressed into service with foreign operators. By this period DC-8-54F ZK-NZD was the last of the type remaining in service with AIR NEW ZEALAND. Retirement of the airlines PAX DC-8's resulted in AIR NEW ZEALAND not then operating its own international services to and from Wellington and the airline code sharing with QANTAS AIRWAYS on all services between the New Zealand capital and Brisbane, Melbourne, and Sydney Australia .... until the delivery of its B767-200's commenced from September 1985.
DC-8 ZK-NZE was sold to Howard GOLDEN/FB AIR INC on October 10 1987 .... and became N4292P. It was leased to short-lived Canadian tourist operator POINTS OF CALL AIRLINES from December 23rd 1987 .... and where it became C-FNZE on May 3rd 1988.
It was also leased to FIESTA HOLIDAYS CANADA from January 19th 1990, then to WAYFARER HOLIDAYS LTD from February 18th 1981, and was repossessed by FB AIR INC on February 26th 1991 .... then re-registered N223FB on April 9th 1991. It was next leased to FAUCETT DE AVIACION of Peru from May 1st 1991 until November 18th 1992 .... where it became OB-1438.
This aircraft was then converted to a pure freighter and leased to Colombian air freight carrier LINEAS AEREAS DEL CARIBE .... where it became HK-3842-X.
It was withdrawn from service during July 1996, and stored at Miami, Florida, USA, where it was scrapped during August 1998.
DC-8 ZK-NZC was also sold to Howard GOLDEN/FB AIR INC on July 3rd 1983 .... and became N42920. It was sold to CANADIAN AVIATION EXPRESS AIRLINES on February 8th 1989 .... then leased to short-lived CROWN AIR where it became C-FCRN prior to being withdrawn from service during January 1990.
It was again sold to FB AIR INC on February 1st 1990 .... and resumed its former N42920 registration. It was next leased to FAUCETT DE AVIACION of Peru from November 30th 1990 .... where it became OB-1421 .... and was withdrawn from service and stored at Opa Locka, Florida, USA from April 30th 1991 .... once again resuming its former N42920 registration. This aircraft was then converted to a pure freighter and leased to Colombian air freight carrier SAN AIR COLOMBIA from December 1994 .... where it became HK-3974-X. On December 22nd 1994 it was impounded by the FDA in Miami, Florida, USA, and placed into enforced storage until December 1996 when it was once again sold to FB AIR INC and again resumed its former N42920 registration. This aircraft was next leased to TRANSPORTES CHARTRES DO BRASIL from January 1997 .... where it became PP-TPC (named "Daniel") on July 11th 1997.
It was then sold DAEDALUS HOLDINGS INC on May 4th 2001, but, remained in service with TCB until 2005 when it was damaged as the result of an engine fire and consequential overweight emergency landing (which also resulted in the partial collapse of its port main-gear) at Manaus, Brasil .... where this aircraft remains in storage today (the last ex-AIR NEW ZEALAND DC-8 still in existence). Investigations and a campaign under the "BRING OUR BIRDS HOME" banner, were launched by Paul BRENNAN & Associates during March 2017, with the intention of trying to repatriate this aircraft to New Zealand for preservation and public display.
FAA/ICAO imposed noise regulations within the USA forced discontinuation of AIR NEW ZEALAND's DC-8 freighter service to Los Angeles from December 16th 1984 .... since ZK-NZD was never hush-kitted. The airlines sole DC-8 freighter was subsequently relegated to mostly trans-Tasman and Pacific regional services .... during which it operated the first ever flight by a DC-8 freighter to Apia, Western Samoa, on December 14th 1985. DC-8 SUPER 73CF aircraft were briefly chartered from EVERGREEN INTERNATIONAL AIRWAYS during 1985 to provide additional air freight capacity along the airlines Auckland/Los Angeles route.
The first of 4 factory-fresh B767-200ER's (ZK-NBA "Aotearoa") were delivered to AIR NEW ZEALAND from September 3rd 1985 .... the last of these aircraft (ZK-NBE) being delivered to the airline on September 26th 1988. These aircraft represented the airlines first semi-EFIS type flight decks and, like the B757, were being marketed by BOEING as B707 and DC-8 replacements. AIR NEW ZEALAND acquired a further 5 B767-200ER's (ZK-NBD, -NBF, -NBH, -NBI, and NBJ) from other operators and which entered service with the airline between October 1987 and November 1997 .... along with 10 B767-300ER's (ZK-NCE, -NCF, -NCG, -NCH, -NCI, -NCJ, -NCK, -NCL, -NCM, -NCN, and -NCO) which were also delivered to AIR NEW ZEALAND between June 1991 and August 2000.
On March 29th 1987 the airlines DC-8 freighter was entered into the Singapore/Christchurch air race .... held in celebration of the 50th anniversary of Christchurch International Airport. This particular flight was crewed by Captain Jim WOODHAMS and Captain Russell STEWART, F/O Gary SPICER, F/E Allan McFAYDEN and F/E Don NICHOLSON. AIR NEW ZEALAND Inflight Technician/Flight Dispatch Officer (Navigator) Chuck REID, Flight Liaison Officer John KENNEDY, and Service Engineer Geof HORWOOD also accompanied the flight .... along with with 3 horse handlers whom returned as PAX having accompanied the aircraft with a blood stock charter to Singapore the previous day, and a Christchurch Radio 3ZB announcer whom provided several live updates from the aircraft in regard to its progress en-route to Christchurch. Cruising at FL370, and aided by tail winds exceeding 100 KTS, the aircraft achieved a velocity of MACH 0.85 and which was maintained until the flight was within its normal fuel plan for the route .... to win 2nd place with line honors in the Commercial/Military section of this race, and was ultimately placed 3rd overall fastest aircraft on handicap, having completed the flight in 8 hours 27 minutes. This was also the airlines first ever Singapore/Christchurch service, and established what is believed to be a point-to-point air time record for a 1st generation jetliner over this route, and was the longest flight ever undertaken by DC-8 ZK-NZD. Billed as "The Last Great Air Race" .... the aircraft supported a hybrid livery for this flight and which featured a large comical Kiwi logo with "KIWI MAGIC" titles (applied to the aircraft during the 1986/87 Americas Cup challenge at Fremantle, Australia, and in support of KZ7 which mounted New Zealand's first ever challenge for the cup), with additional "SINGAPORE CHRISTCHURCH NEW ZEALAND" titles, "PDL INTERNATIONAL AIR RACE" titles and logo, along with the airlines # "33" race designator, in addition to a sponsorship legend reading "CARRIER FOR WRIGHTSON BLOOD STOCK", and a BP logo .... each of which appeared on the aircraft's lower port and starboard forward fuselage sections.
The airlines scheduled DC-8 freighter services were temporarily suspended from April 3rd 1987 .... in order to address maintenance requirements and prior to being reinstated later. On September 26th 1987 22 years of highly successful DC-8 operations were finally concluded when ZK-NZD flew AIR NEW ZEALAND's last ever DC-8 service .... operated between Sydney and Auckland. This final flight was crewed by Captain Jim WOODHAMS, F/O Captain Bob TARR, and F/E Don NICHOLSON. This aircraft was immediately withdrawn from service and remained in storage at AIR NEW ZEALAND's Auckland International Airport jet base until its sale to KALITTA/AMERICAN INTERNATIONAL AIRWAYS on September 1st 1989 .... an $8.3 million (NZD 1986) sale that also included the airlines DC-8 simulator and remaining usable spares inventory. In AIA service this aircraft became N806CK. It was Stage 2 hush-kitted in accordance with FAA/ICAO noise regulations and continued operating throughout the 1990's.
AIA was acquired by KITTY HAWK AIR CARGO on February 3rd 1999. This aircraft was then withdrawn from service on February 28th 1999, stored at Oscowa, Michigan, USA, progressively cannibalized for spares and then scrapped prior to 2011.
DC-8's were instrumental in transforming AIR NEW ZEALAND from a small trans-Tasman and Pacific regional carrier into a proud and respected major force among great airlines of the world. These fine aircraft (primitive though they may now seem in comparison with modern civil aviation technology) were the best, for New Zealand, at the time. They ushered New Zealand into the jet age, and introduced new standards PAX comfort/service, upon which AIR NEW ZEALAND's superb international reputation has since been founded.
Mark C
AKL/NZ
This feature is dedicated to the memory of my good friend the late Captain Bob TARR (Air New Zealand Training Captain B767 .... and a great FS enthusiast and radio control aero modeller too) .... December 18th 1936-September 26th 2005.
