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Before too long de Havilland and Butler became firm friends and Butler was so impressed by the men that built his new aeroplane that he asked Geoffrey if they (the company) 'could do with some extra investment?' Butler invested heavily in the company and helped fund the purchase of Stag Lane before becoming Company Chairman in This allowed de Havilland to concentrate on his design whilst Butler ran the business, developing the sales, marketing and production resources. Often referred to as �The DH Enterprise�, the company quickly expanded its engine and propeller production bec. Park Scale Model's mission has been to provide high quality, easy to build laser cut model kits at an affordable price. PSM owner Zeke Brubaker has a design philosophy that all models should be easy to construct for anyone with basic modeling skills, use low cost components, excellent flight characteristics, maintain scale outlines where possible, and incorporate scale detail.� Every kit is produced in the USA using high quality, hand selected wood from Balsa USA. The Park Scale Models Wisp Series features an innovative PowerPack Module that holds the motor and the AR brick. Rare earth magnets are used to couple the brick servos to the control rods allowing the Power Pack to be quickly moved to any airframe in the Wisp Series. De Havilland Mosquito cockpit. The piilot and navigator/radar op. sat side by side, pilot's controls on the left and radar display on the right, as shown in the upper photo. The lower picture looks like the bomber variant - the "clear view" panel can just be seen. Aviation Photo # De Havilland DH Mosquito FB26 - Untitled. Photo taken at In Flight in New Zealand on October 7, Restoration of a de Havilland DH Mosquito. Take a look at the stunning restoration of the world's only flying Mosquito, KA Log In or Sign Up to View. See posts, photos and more o.

The airline was headquartered in Wellington. By the time of the merger with Air New Zealand, the fleet consisted of 25 aircraft comprising Boeing s and Fokker F27s. The initial network was based on destinations served by the airlines it was formed from. New destinations added between then and airline's merger with Air New Zealand included:. Other destinations removed from the network were Greymouth in and Kaikohe in August NAC served the Pacific Islands in various capacities.

NAC wanted to return to the Pacific area in the late s and began to lobby the NZ Government for a return of its international licence as it planned to equip with the larger Boeing This was one of the catalysts for the forced merger with Air New Zealand in , as the latter airline felt it could lose the Pacific Islands and charter market to NAC [ citation needed ].

All three twin-engine types could operate into all airports while the Rapide and Fox Moth could land De Havilland Boats Models 001 on remote beaches on the West Coast as well as some lighthouse station airstrips. The de Havilland Dominie operated until The Douglas DC-3 was the airline's major type right through to the mids with up to 27 being operated over time. NAC operated a large airfreight network using dedicated DC-3 cargo planes under the 'Freightair' banner. These aircraft operated into airports that were not on the regular passenger network, such as Opotiki, Masterton, Alexandra and Roxburgh.

This included better soundproofing, new interior fittings, and the fitting of larger windows. This was in response to competition in the provincial market from SPANZ , who operated DC-3s equipped with large double sized 'viewmaster' windows. NAC's upgraded aircraft were branded as 'Skyliners'. In , NAC asked the government to encourage the development of airports so it could operate the Convair or the Elizabethan airliner. NAC continued using DC-3s into the s.

Kaikohe was permanently dropped as a destination in Passenger services to Timaru and Oamaru were operated with DC-3s until their runways were paved. NAC operated one tricycle landing gear type of piston-powered airliner in the s, the de Havilland Heron 1. Being the first four Herons produced they had fixed undercarriages instead of the retractable undercarriage on later models. The original use for this aircraft was to keep Cook Strait services to Wellington operating while Rongotai airport was being rebuilt.

Their heavy engines caused wing spar fatigue due to the light aluminium alloy used. Steel spars were substituted but with a weight penalty reducing passenger numbers to below economical levels. De Havilland did offer the Heron 2, a major improvement over the Heron 1 but this was not taken up. When the old Rongotai airfield closed in , the Herons were considered for the Nelson-Christchurch-Invercargill route but the aircraft were sold off to private operators instead.

This was to allow services to operate while Kaitaia's compacted gravel runway was sealed for use by heavier aircraft. The Islander using an alternative grass strip. It was repainted in the "new" Wings of the Nation red and orange colour scheme.

The pioneering turbo-prop powered Vickers Viscount first appeared in New Zealand in when an early model was flown out for the London to Christchurch Air Race. In , after the New Zealand Government encouraged the development of nationwide airports and with the promise of Wellington Airport being completed in , NAC ordered four of the new larger series type.

The Vickers Viscount s were introduced from , three initially being purchased. The first was used as a training aircraft and operated alone for a year on the Christchurch-Auckland route, and to Palmerston North which substituted for a still uncompleted Wellington International Airport. Services to Wellington began the following year, after the major reconstruction of Wellington's Rongotai Airport was completed a year later, two more Viscounts had joined the first by then.

Services to Dunedin began late in with the purchase of the fourth aircraft in , after the closure of Taieri Aerodrome to airliners and the opening of the larger Momona Airport further down the Taieri Plain.

The famous 'Viscount Jump' effect saw passenger numbers swell. In NAC bought a second-hand aircraft, modifying it to standards, bringing the fleet to five.

This opened up Viscount services to Hamilton and Invercargill. The Vickers Viscount continued on until the last was withdrawn in when the '' type had started to develop wing spar fatigue. The end of the Viscount era also realised NAC's wishes to operate a two aircraft type fleet.

Two extra Boeing s were purchased as replacements see below. It would be another twenty years before the Viscount's natural successor, the ATR , would take over the major provincial services. For the growing provincial routes, it was a Dutch-built seat airliner that would be the true successor to the DC The 'Friendship' had been flying since However, the British government attempted to force NAC's hand into purchasing the similar Handley Page Herald , reminding their New Zealand counterparts of possible trade tariffs being imposed on purchasing a 'foreign' aircraft.

A British European Airways -owned Herald was flown out to New Zealand and participated in the opening of Wellington's rebuilt airport, putting on a short field and extreme manoeuvering air display. The Fokker F27s were also Rolls-Royce powered while most of its electronic and mechanical components were made in the United Kingdom, thus negating tariff restrictions.

So the Dutch built airliner won the day and a large order over time. The Friendships began service with the first arriving in late Another seven arrived during , launching provincial turbo-prop services to Hamilton, Napier, New Plymouth, Wanganui, Nelson, Blenheim, and Invercargill.

They primarily operated to regional airports with sealed runways, and also on the main trunk route alongside the Viscounts, flying the off-peak services replacing the DC They operated the first services to Dunedin's new Momona Airport in until traffic built up enough to use the Viscounts there.

Four more secondhand s joined the fleet and five of the larger Fokker F27 Friendship Mks were purchased, three new and two secondhand, from The Friendships served New Zealand for thirty years, latterly under Air New Zealand ownership, progressively being rundown through the s before the last of the fleet was withdrawn in As early as , when the first Vickers Viscounts were entering service, NAC management discussed when to equip with pure jet aircraft.

The decision to equip with jet aircraft was finally made by the NAC board of directors in The main criterion for the candidate aircraft was the ability to safely fly in and out of Wellington Airport's unique right-hand inner harbour circuit. NAC rebuffed the government's order and argued that the Boeing was the best fit for the growing network.

So confident was the airline that Boeing secured early delivery slots on the production line for NAC. The approval was given in late for the purchase of three s. Viscounts were retired as demand for jet services grew and two more s joined the fleet as replacements.

Some minor engineering tweaks to the occurred during the first few years as the type developed. This included the changing of its engine's clamshell reverse thrusters over the exhaust pipes to the more familiar 'bucket' style that stayed with the type to the end. This also helped with reducing soot emissions of the earlier model. Boeing changed the hydraulic and flap configuration of the in and sold to the airline at a bargain price the last in the original format, becoming ZK-NAJ.

The Boeing had settled into routine service when NAC launched a small regional jet study to replace the Viscount. Unfortunately, the country fell into an economic slump caused by the oil crisis and the United Kingdom joining the EEC causing a drop in passenger numbers with NAC selling one of its brand new s after only six months in service. NAC quietly dropped the regional jet proposal and more Fs were purchased. In the airline introduced a new "NAC Wings Of The Nation" livery - a two-toned orange colour scheme with the 'Godwit' roundel on an orange tailfin.

Air New Zealand DCs or DC-8s were often hired to move burgeoning holidaymaker numbers which brought about the idea of purchasing the larger Boeing In the end, it was Air New Zealand that was threatened by the domestic market airline and the government acted. The highly unpopular decision [4] to join the airline with Air New Zealand was inevitable however full deregulation of the commercial aviation industry in New Zealand was still eight years away.

The Godwit tail livery was hurriedly covered over with a hybrid Air New Zealand title and Koru tail scheme still using the two-tone orange NAC final colours. Small Godwit symbols were placed beneath the cockpit side windows as a link to the past.

These survived into the full repainted Teal Blue era, but by the s they had been painted out. NAC made a rare foray into the small airline business with the purchase in September of a one third shareholding in Tauranga based Bay of Plenty Airways.

This was the only occasion NAC invested in another passenger airline but ironically it was two months before the airline's tragic loss of their Aero Commander on Mt Ruapehu. This directly led to Bay of Plenty Airways' demise. NAC entered an agreement in with the tourist route oriented Mount Cook Airlines , offering some of its light routes in both North and South Islands to Mount Cook with the latter airline staying away from the main trunk and larger provincial center routes.

The DC-3 had taken off from Woodbourne Airport near Blenheim on a routine freight flight bound for Paraparaumu and entered cloud, crashing into Scraggy Ridge. A lack of radio navigation equipment was highlighted in the crash report.

Some wreckage remains on the ridge. The aircraft was flying from Palmerston North to Hamilton, but drifted right off track after passing over Whanganui and collided with the mountain killing all thirteen people on board. The wreckage was located a week later near the summit. The accident highlighted the lack of air navigation radio beacons in New Zealand at the time. The pilot was deemed to become disoriented in low cloud. Once again blame was given to a lack of navigational radio beacons in New Zealand.

The wreckage still remains at the crash site, with the exception of the tail section which was recovered intact in and taken to the Air Force Museum at Wigram Air Force Base in Christchurch, New Zealand to complete the restoration of Lockheed Hudson NZ for static display.

Of the 26 people on board, 23 survived. The pilot, Captain Bill Pettet, managed to get the passenger door open before the fire reached it.

Three unaccompanied infant children died. NAC was subsequently ordered to have a stewardess on board all DC-3 flights with unaccompanied children under 12 years of age. The crash was caused by fuel starvation, the wrong fuel line cutover switch had been activated.

The engines failed to restart, the aircraft hit macrocarpa trees and plunged onto the road below Dr. Stevenson-Wright's house.

Miraculously the fuselage rested right in the middle of the road without further collision but the wreck burst into flames. The doctor and his visitors ran to the passengers' aid and all but the infants walked out relatively unharmed.

The doctor and his visitors had been enjoying a coffee break while looking out to sea when they saw the plane heading straight for them.

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