Origin Pacific Airways timetable 1998

The 1990s were perhaps the decade of peak domestic airline competition in recent New Zealand history, not only did Ansett New Zealand offer solid competition on the main trunk, supplemented on what was the main "tourist" route of Auckland-Rotorua-Christchurch-Mount Cook-Queenstown, but smaller airlines provided vigorous competition on a range of routes, notably Wellington-Nelson and Wellington-Blenheim.  Origin Pacific Airways would prove to be competitor not only on the trunk but on regional routes as well, 

Origin Pacific came out of Robert Inglis and Nicki Smith, who had previously founded Air Nelson in 1982, which they sold 50% to Air New Zealand in 1988 and the remainder in 1995, with the proviso that they could not start up another airline in New Zealand for two years. So in 1997, they started up an airline!

A base was set up in Nelson, with four BAe Jetstream 31s focused on the charter market, but in April 1998 scheduled services commenced, initially being contracted to operated the Associated Air Paraparaumu to Auckland service.

This timetable, covering July 1998 shows the airline operating direct services between Auckland and Wellington, Wellington and Christchurch, Christchurch and Palmerston North, and Nelson and Palmerston North. 

As is amply described in 3rd level blog, the airline's trunk services were not sustainable against the competition of Air NZ and Ansett NZ, so it shifted focus to regional services. Nelson, Palmerston North and later Napier, Hamilton and New Plymouth gained services, all competing with Air NZ. With the collapse of Ansett NZ and replacement with Qantas, it entered into codeshare agreement in 2001, with Origin Pacific helping to feed Qantas's mainline (as well as international) services.  Ultimately competition proved too tough, and with Qantas ending codesharing in 2004, the airline ceased operating scheduled services in 2006, and wound up later that year.  3rd Level Blog notes that the end of the Qantas codeshare saw a 40% drop in traffic (and Qantas ending its codeshare had a close alignment to the interest promoted by the Government of the day, especially Finance Minister Michael Cullen, in Qantas having a significant ownership stake in Air New Zealand). Quite simply, without that main trunk network and international feeder support, and support from customers in the regions, it was impossible for Origin Pacific to remain commercially viable. 

Originair was later set up by Robert Inglis, and remains a small scale airline based in Nelson operating scheduled services to Hamilton, Palmerston North and Wellington, and between Palmerston North and Hamilton.

50 years of Air New Zealand

On 30 April 1990, Air New Zealand paid for an advertising supplement in the Evening Post celebrating 50 years of the airline.  On the front page Qantas paid for the above ad.

The whole supplement is included below. followed by the specific articles.  The feature included a full page ad by the airline noting it had flown over 350 million kilometres from 1940 until 1990, and over 200 international flights a week. The airline has grown substantially since then. Also included is a photograph that appears to depict an early airport terminal (not clear which one to me). 

Articles cover the following topics:

• The first ever passenger of TEAL, who paid £25 at the time (1940) to fly from Sydney to Auckland.
• First Day Cover and Stamp issued for the airline's 50th anniversary depicting the Shorts Empire flying boat that operated the first flight, carrying 10 passengers across the Tasman at a speed of 220km/h, and depicting the airline's newest aircraft at the time - the Boeing 747-400.
• Cakes served on all flights to commemorate the anniversary.
• The Solent Flying Boat Preservation Society and the preservation of flying boats
• A brief history of the airline and its fleet from 1940 until 1990

Aspiring Air, Sea Bee Air and Float Air

Aspiring Air (Wanaka), Sea Bee Air (Auckland) and Float Air (Picton) were all small air operators that existed in the 1980s and are all now defunct. Much more detailed articles exist on the 3rd Level Blog website about each of them as follows:

• Aspiring Air
• Sea Bee Air
• Float Air

Aspiring Air was formed in 1974 at Wanaka by the Southern Districts Aero Club and primarily operated scenic, charter and training flights from the former Mount Iron airfield before the current Wanaka Airport was opened. Scheduled services started in 1984 between Christchurch and Wanaka, eventually also providing feeder services to Newmans Air later Ansett New Zealand, and also with Air New Zealand.  Aspiring Air's demise came initially from losing landing rights at Milford Aerodrome, which lost it a great deal of revenue. The article linked above claims the issue was resolved, but a serious car accident involving the owner/managing director, Barrie McHaffie saw the airline cease operation in 2011 (McHaffie subsequently passed away in 2023).

The leaflet below is from 1985 depicting the airline's De Havilland DHC-2 Beaver, promoting a range of scenic flights.

Sea Bee Air started in 1976 taking over Mount Cook Airline's amphibious services in Auckland based at Mechanics Bay, flying Grumman G-44 Widgeons and a Grumman G-21A Goose. Its main service was from Auckland to Waiheke, but it also flew scheduled services to Great Barrier, Pakatoa, Kawau Island as well as to Russell/Paihia.  Sea Bee Air suffered under the price freeze in the early 1980s as it struggled to absorb fuel price increases (which were allowed due to the pressure from overseas) and the appearance of Great Barrier Airlines competing on some routes.  The emergence of fast catamarans to Waiheke and Great Barrier also saw a drop in patronage. It sought in 1988 to attract new business by flying to Mt Ruapehu, but the service was not sustainable. The leaflet below dates from around 1985, outlining scenic as well as scheduled services, highlighting the convenience of flying from near downtown Auckland.

Float Air was established in Picton in 1974 flying charter flights, flights to holiday homes and scenic flights, but it had a tortuous history in the 70s and 80s as described in the article linked to above.  A new investor saw it restarted in 1981 and by the time of this leaflet below in 1985, it was operating scenic flights and charter services between Picton and various points in Wellington, notably the then Greta Point Tavern, Evans Bay (which was located just outside the "dry" zone of the Miramar electorate, then one of the few parts of NZ where it was illegal to sell alcohol (with exceptions granted for the bars at the airport and one hotel)), Petone Foreshore and Porirua Harbour.  It was flying  a Cessna 206 carrying five passengers.  Skyferry has started competing with a scheduled service to Picton's Koromiko Airport, and Float Air started scheduled services between Picton harbour and Porirua.  That service lasted until the Interislander started the Lynx fast ferry and Straitrunner started its own ferry service from Paremata to Picton, offering fares and convenience that attracted passengers from Float Air. Float Air ultimately ceased operations in 2006.

Ill-fated Air New Zealand -Qantas merger proposal - and Concorde visits New Zealand

Unfortunately there is no date for this article by David Stone from the Independent (NZ) around 2002, which is about the ill-fated proposal, initiated by Qantas, to invest in Air New Zealand, after the latter had been rescued by the New Zealand Government following the collapse of Ansett Australia.  The story behind this is long and not for this post, but in effect it went like this:

• Ansett having collapsed and the New Zealand Government letting its own indecision about foreign investment in Air New Zealand mean it had to buy the airline out to protect its New Zealand based operations, Qantas saw a rare opportunity to kneecap any chance of Air New Zealand flying domestically in Australia.
• Qantas had long sought to tie up the markets of both countries, including the Tasman, into a single venture, facing fairly limited competition (especially with the collapse of Ansett, Qantas figured it could tolerate Virgin Blue as it was then as proving it had competition, alongside foreign carriers).
• Qantas initiated the idea of investing in Air NZ to ensure it wouldn't fall into the hands of a rival, it was called a commercial and equity "alliance", and would have sewn up most of the two markets into one major carrier.

The article stems from the submission of the airline to the Commerce Commission (and ACCC) about the claimed public benefits of the "efficiencies".  Then NZ Finance Minister, Michael Cullen is quoted in the article about wanting to ensure Air NZ retained operational autonomy and wouldn't be subsumed within Qantas (critical in being able to exercise landing rights in some countries, as Air NZ still had to be seen as a NZ carrier). 

Curiously the submission included what were called a "factual" and a "counterfactual" both of which were highly controversial. The "factual" was the claimed public benefit of efficiencies of what was essentially a substantial lessening of competition (which ultimately saw the Commerce Commission rule against the deal).  It is difficult to see how there would be public benefit in the greatest rivals on the Tasman essentially co-ordinating and not competing in supplying capacity (or issuing fares), and also the withdrawal of Qantas from the New Zealand domestic market.  The "counterfactual" was what was declared would happen if the deal did not proceed, and of course as it did not, it is fairly clear now that this was false. The "counterfactual" is seen by the writer as essentially Qantas threatening a "war of attrition", which Qantas would win because Air NZ could not compete against its scale.  In short, Qantas was threatening "merge or we will defeat you" rather than a benign "let's merge for our mutual benefit".   It also puts paid to the idea that Air NZ would retain autonomy, if Qantas was threatening "co-ordinate with us or we will defeat you".

In the end as it didn't happen, there was not a "war of attrition". In Australia, Virgin Blue expanded and became Virgin Australia, filling the gap left by the collapse of Qantas. On the Tasman, Air NZ and Qantas compete vigorously, and domestically in NZ, Qantas remained although it handed off services to Jetstar retaining a fairly small scale operation.  Qantas signed up with Emirates and formed a joint venture which also serves New Zealand, whereas Air NZ was for years in partnership with Virgin Australia (including partial ownership) before abandoning it, and forming a small scale alliance with Qantas on each others' domestic services only.  

We can be grateful that the desire by Michael Cullen (and the Clark Government) for even entertaining this merger was tempered by the Commerce Commission making it very clear that it would have been bad for consumers.

The full page advertisement in the Evening Post on 26 October 1985 of a BA Concorde visiting New Zealand was promoting an opportunity to fly on the aircraft on 6 April 1986 requesting people phone a number or drop off a business card to the consultant in Palmerston North. It offered a five course dinner while taking the flight, for one hundred people.

Ansett NZ - Flying Air NZ First Class in 1985

As I have multiple random newspaper articles, here are three from 1988-1989, and a separate article on flying Air NZ in first class in 1990

The Dominion Editorial on 5 August 1989 bemoaning that Ansett New Zealand exists mainly to keep Air New Zealand "decent" on domestic routes, but not enough people fly on it to keep it viable. The editorial says Ansett is the "tops" just "we don't fly it enough". That of course, was ultimately the problem. It takes a humorous turn predicting what would happen if (!) Ansett NZ shut down... "Anyone producing a sandwich or a pork nibble would see it snatched away and thrust into a binliner by a painted brunhilde in a bouffant hairdo who has been kept on the payroll these last few years for this happy occasion"..."The overall mood would be Czechoslovakia 1968"... "Let's not blow it over Ansett" it ends, hoping enough people would fly on it.  In the end, they did not.

A related article from 1988 predicted Ansett NZ might fly international flights (which it never did), but it would need to be 65% New Zealand owned to be designated to do so. The article noted that it could only fly routes "left open" by Air New Zealand giving landing rights (in effect routes that do not have capacity limits all taken by Air New Zealand).

The small article notes Air NZ's upgrade of its Boeing 747-200, 767 and 737 fleets with "new contour seats" for business and first class, and new menus, wines and tableware, with Royal Doulton China for first and business class.

In 1985, Paul Elenio for the Evening Post flew on Air New Zealand in first class from Auckland to Los Angeles on one of its Boeing 747-200s (stopping at Honolulu as non-stop AKL-LAX was not feasible until the Boeing 747-400s arrived). He was to continue further to Seattle for the revealing of the airlines first Boeing 767s.  This article describes his experience of flying in the nose of the Boeing 747-200 in first class. It has no photos unfortunately, but does briefly describe the "first class lounge" at Auckland international and the "delights" provided, such as champagne, feet slip-ons, eye shades, stereo headset, toothbrush set and a "leather gift". 

The meals are described, with Hors d'oeuvres, caviar and the "five fine wines".  The large reclining seats did not go completely flat of course, but he did have a good sleep, although after six hours it was time to be fed again for the arrival at Honolulu.  A continental breakfast was served.  At Honolulu everyone clears customs and immigration so the Honolulu-Los Angeles segment is effectively domestic, but it sounds like passengers all picked up luggage and dropped it off again.   Then full breakfast is served including panfried fish, poached eggs or omelette.  Before landing at Los Angeles, more food is served with sandwiches, cheese and biscuits and petit fours with coffee.  It was also noted there was a movie, which of course was shown on a single big screen at the front (no personal entertainment screens in 1985). 

Certainly catering in 1985 in first class was a big deal, but compared to 2024 in business class, which almost universally includes a lie flat seat/bed, and personal entertainment system, not to mention non-stop flights between NZ and the US mainland, it's hard to miss too much of flying in first class in 1985 (not to mention the fact part of the cabin would have had smoking allowed).

Ansett NZ full page newspaper ads 1987

For just over a month in June-July 1987, Ansett New Zealand took out full page advertisements in The Evening Post and The Dominion following its launch of services. It highlighted the key points of difference in its service compared to Air New Zealand. The themes were:

• Purpose built new terminals at Auckland, Wellington and Christchurch
• Ansett Golden Wing club and lounges
• Breakfast for passengers in all classes
• Swift baggage delivery for collection
• Few queues for check-in
• Discount fares for off peak travel.

The construction of new terminals was critical to Ansett's success as it included airbridges, carpet (bear in mind Wellington's old domestic terminal didn't have this only months before) and was laid out for operations in the late 1980s.  Besides Wellington's antiquated terminal, Auckland's was dated from the 1960s, and so having a more pleasant, modern, clean, warm and weather-tight terminal was critical to differentiating Ansett from Air NZ.

Golden Wing club was a revolutionary change for domestic air travel in New Zealand, which of course spurred Air New Zealand to launch the Koru Club.  At the time Golden Wing was membership based, although First Class passengers could access lounges.  This was not an age of frequent flyer programmes, you either belonged to Golden Wing, flew First Class or were guested into the lounge by a Member with a Guest Pass.

At the time, membership was with a $50 joining fee and $150 per annum (with $90 for spouse membership as well). That's $520 in 2024 prices. This compare to $834 today for a year of Koru Club membership.  Of course there were only three New Zealand domestic lounges, but membership did provide access to Ansett Australia Golden Wing lounges at Sydney, Melbourne, Brisbane, Perth, Adelaide, Canberra and the Gold Coast.  It also offered access to 76 lounges with British Airways, American Airlines and Cathay Pacific (curiously all airlines that formed OneWorld alliance some years later, which Qantas also joined, after merging with Ansett's main competitor in Australia - TAA/Australian Airlines).

 There was also "lifetime" membership for $1500 ($3905 in 2024 prices), which of course lost value in 2001 when the airline shut down.

34 advantages of Golden Wing were listed, they are highlighted on the images below. Notable is a complementary bar service after 4pm. This is fairly revolutionary as there was no on-board alcohol service allowed on domestic flights until some years later when the law was changed to enable licensing of domestic aircraft for alcohol consumption.

Hot meals at meal times (in economy class as well as first class) was a key product differentiator for Ansett New Zealand, with the idea that hurried business travellers could get breakfast on the flight being seen as an attraction. Air New Zealand responded with cold meals, so Ansett was keen to make the point that hot food was available (although of course Golden Wing lounges also would offer "refreshments"). 

Slow baggage retrieval was a regular concern of frequent flyers, so Ansett NZ sold the benefits of quick checked baggage delivery (facilitated by terminals designed for more efficient baggage handling). 

In the late 1980s, check in for flights was still a manual arrangement (few had mobile phones, and they were all analogue "phones" only, and the internet was a curious arrangement between universities), so checking in being swift was important.  Ansett sold the idea that its check-in procedures were quicker and it had more staff tending check-in desks (not noted was check-in being able to be carried out at Golden Wing lounges as well).

Finally, Ansett New Zealand was conscious of being seen as the "premium" domestic airline looking like it was more expensive than the competition. This ad promoted Good Buy fares which were at a 55% discount, so easily rivalling Air New Zealand at off-peak times. As can be seen it saw airfares of $74.70 between Wellington and Auckland, and $99 between Auckland and Christchurch (note inclusion of the Rotorua and Queenstown routes, operated by the former Newmans Air fleet).  These prices equate to around $194 and $257 today (2024).

Opening of new Wellington Airport Terminal

 

On 22 June 1999 Wellington's Evening Post newspaper published this special inset to celebrate the opening of the new Wellington Airport terminal, replacing the former aircraft factory that long served as the only terminal and in latter years was the Air NZ domestic terminal, and integrating with the international and Ansett terminals, to have a single modern Wellington airport terminal. Below is every page of this feature inset, including the advertisements of the era.

Page 2 summarises facts about the airport noted the terminal area is 33,644 m2,  The total cost was $42m and was part of a $116m of development for the airport. 3.5m passengers per annum were seen at 1999 and forecast to be 6m by 2011.  (it was 6.4m in 2019).  The article on the terminal noted it was the first multi-user terminal in Australasia, combining domestic, international and commuter airlines sharing the same facility.

Notable at the bottom of the page is Ansett NZ advertising opening of its new Golden Wing Lounge, which would close in 2001 (with the space subsequently used by Qantas for its domestic Qantas Club, until it abandoned flying domestically in NZ by transferring services to Jetstar in 2009).

Page 3 describes the airport open day.

Page 4 has an article by then Mayor, Mark Blumsky which notes that international passenger number are up 34% between 1985 and 1999, and an article briefly summarising the airport's history. 

Page 5 has articles about the airport open day.

Page 6 has an article on security and avoiding the "Y2K bug".

Page 7 has an article about preventing bird strikes.

Page 8 has articles about The Flower Factor and the Sunglass Store.

Page 9 has articles about the CD Store and Oceanic Arts. 

Page 10 is an advertisement for shopping at the airport.

Page 11 has an article on the airport fire service, but also an ad for Air Marlborough which flew scheduled services to Blenheim (and ceased operations later that year).  The ad for Soundsair is one of the few for an airline still operating today.

Page 12 has a short article about the Ministry of Agriculture and Forestry focusing on quarantine, but also interestingly has an ad for Origin Pacific Airways, which competed with Air NZ on multiple routes at the time (and ceased scheduled services in 2006). 

Page 13 has an article about the Customs service, and upgrade to the duty free shopping (with one shop at departures and one at arrivals).

Page 14 is an ad for visiting Wellington.

Page 15 focuses on development of the main catering facilities for passengers in the main part of the terminal.

Finally is the airport's largest customer, Air New Zealand.