NZHistory, New Zealand history online - air transport

Air New Zealand plane fuselage on Mt Erebus

Only one portion of the fuselage of the Air New Zealand DC-10 remained intact on the icy slopes of Mt Erebus. Red and green flags respectively mark out the search area in a grid pattern and indicate the site of human remains. This method was used to identify and document finds of human remains and property.

Recovery operation begins

A break in the weather allowed the first members of the Erebus Disaster Victim Identification (DVI) team to leave McMurdo Station at 8.30 a.m. (NZST)* on 3 December 1979. Deteriorating weather initially hampered efforts to get the remaining team members up to the site, and a blizzard later that evening prevented any work until early the following day. Bob Mitchell, the search and rescue coordinator leading the recovery operation, had flown in with the initial DVI team. But he returned to McMurdo prior to the blizzard and advised the media contingent that they hoped to recover more than the 50 to 70 bodies mentioned previously.

Lone woman

Only one woman worked at the crash site, US Navy Flight-Surgeon Sandra Deegan. She had the task of examining the bodies and formally announcing that they were dead.

There was pressure to complete the recovery operation quickly because the ice runway at McMurdo would begin to thaw in mid-December, making it unusable by wheeled aircraft. This would greatly restrict the movement of aircraft, making it difficult to return bodies to New Zealand.

After the blizzard cleared the mountaineers on site broke the bridges that had formed above the crevasses and marked them with red flags (bodies and human remains were marked by green flags). The surveyors completed their grid pattern and the DVI teams began to search 30 m square grids over the wreckage area of approximately 700 by 120 m. They tagged, photographed and bagged bodies, remains and personal belongings with reference to the grid pattern. There were five DVI teams - each made up of two policemen, one mountaineer, and one photographer. McMurdo provided the men who acted as photographers.

Skua gulls

Skua gulls were an ongoing source of anguish to those involved in the recovery operation. The gulls attacked bodies at the crash site, even after they were placed in body bags. They were hard to scare off and the DVI teams eventually took to covering the bodies in ice and snow while awaiting their removal to McMurdo.

Mitchell had planned for the DVI teams to work in 12-hour shifts, with a break offsite before returning. But their determination saw the men work between 15 and 20 hours a day for four days, with just short breaks onsite in their tents. The first bodies were transported back to a temporary mortuary at McMurdo by US Navy helicopters on 4 December, just hours after the start of the operation; the last followed on 10 December.

Eight of the 12 volunteers assisting US Navy Flight-Surgeon James Goodrum at the temporary mortuary at McMurdo were Americans stationed there. They volunteered in the hope this would limit the number of New Zealanders from Scott Base needed to handle the bodies of their countrymen.

Throughout this period the site investigation continued. It operated alongside, and where appropriate in concert with, the recovery operation. At the crash site itself the two teams shared food and accommodation, and assisted each other, for example when wreckage needed to be moved to uncover bodies. Back at McMurdo a police sergeant, flown in after the main police contingent to sort through belongings recovered from the site, passed on rolls of passengers' films for the US Navy to develop for investigators.

*On the day of the Erebus disaster there was a one-hour time difference between New Zealand and McMurdo Station. New Zealand was observing daylight saving time, which Scott Base and McMurdo Station did not begin observing until 1992/93.

Next page: Site investigation and recovery operation conclude

Credit:

Image: New Zealand Police.
Permission of the New Zealand Police required for any reuse of this image.

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Christchurch International Airport

Christchurch International Airport (1955-60)

New Zealand enters the jet age

It took a long time for commercial aviation to conquer New Zealand’s isolation. The first long-distance seaplanes made much-publicised visits in the late 1930s and until the 1950s our international airports were really seaports, with Solent flying boats roaring in and out of the major ports’ more sheltered stretches. That changed with the big long-haul landplanes, the propeller-driven Constellation and then the jets, from 1963 the de Havilland Comet and from 1965 the Boeing 707, Douglas DC8 and Vickers VC10.

These planes forced the pace of airport development. Auckland’s Mangere (1965) was the big one, but Christchurch’s Harewood, initially developed in the late 1930s, took off first. It became an international airport in 1950, three years before it hosted the epic Coronation Year Great London to Christchurch Air Race. The Christchurch International Airport now handles about 121,000 aircraft movements carrying 5½ million passengers each year. Hardly anyone travels by sea for business any more, though pleasure-seeking by cruise ships is taking off.

Until quite recently you could see, almost buried by those later extensions, Paul Pascoe’s modernist control tower, with its long, curved façade and folded and cantilevered canopy. Its clean lines harked back to the dawn of the mass-travel era, when British long-range jets competed with American and when the privileged few dressed up for their flights. It has gone the way of the Constellation and the Comet. Between 2009 and 2013 the airport bowled the ‘old’ domestic terminal to replace it with something more in keeping with the recently enlarged international terminal. Airports are like that, showpieces for regional economies desperate to grab tourist dollars and appear more business-friendly than the city down the road.

Further information

This site is item number 97 on the History of New Zealand in 100 Places list.

Websites

Credit:

Text:Gavin McLean, 2013

Main image: Cafe Cecil (Flickr)

Other images: Albert Hsu (Wikimedia), Chris Wall (Flickr), Christchurch City Libraries (Flickr) and Christchurch City Libraries (Flickr)

BY-SA

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1955-60

Kaimai air crash memorial

On 3 July 1963 a DC-3 airliner crashed in the Kaimai Range, Bay of Plenty. All 23 passengers and crew were killed in what remains the worst air crash within New Zealand. This memorial, at Gordon, 9 km southwest of the crash, was dedicated on 5 July 2003 to mark the 40th anniversary of accident.

Credit:

Trevor Cree, 2010 (Flickr). Reproduced with permission. See also Trevor's travelling blog about visiting the memorial.

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Britannia monoplane flying over Auckland

Blériot XI monoplane – Britannia – flying over Auckland Exhibition Grounds, 1914.

The plane was piloted by Joseph (Joe) Hammond, a colourful adventurer who worked in the Alaskan goldfields and toured with Buffalo Bill’s Wild West show before making his name flying in Australia. Enlisted by the government to fly Britannia, the Whanganui-born aviator created controversy by taking a female passenger with him on one flight. Officials were not amused and Hammond was sacked. Called up for service with the Royal Flying Corps during the First World War, Hammond died in a flying accident in the United States in September 1918.

Credit:

Alexander Turnbull Library
Reference: PAColl-0892-12
Permission of the Alexander Turnbull Library, National Library of New Zealand, Te Puna Matauranga o Aotearoa, must be obtained before any re-use of this image.

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NZ helicopters on Antarctica

New Zealand based company Helicopters (NZ) Ltd secured its first Antarctic contract with the West German Federal Institute for Geosciences and Natural Resources in 1979. Since 1985 the company has sent teams to Antarctica every summer. The teams and their helicopters are transported to the continent by ship or plane. Their contracts have included tranporting material and personnel to and from supply ships, inshore bases and camps. They have also been contracted by cruise ships for passenger sightseeing.

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Helicopters (NZ)

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Pan Am's Samoan Clipper in Auckland

American Airways Sikorsky flying boat 'Samoan Clipper' (foreground), and Imperial Airways flying boat 'Centaurus', moored off the Pan-American Airways wharf, at Mechanics Bay, Auckland, between 24 December, 1937 and 1 January, 1938.

On 2 January the Samoan Clipper departed on the first official airmail flight to San Francisco. Disaster struck on the return trip when the plane exploded in midair with no survivors.

Credit:

Alexander Turnbull Library,
Reference: 1/4-048844-G
Further information and copies of this image may be obtained from the Library through its 'Timeframes' website, http://timeframes.natlib.govt.nz
Permission of the Alexander Turnbull Library, National Library of New Zealand, Te Puna Matauranga o Aotearoa must be obtained before any reuse of this image.

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BOAC de Havilland Comet 4

A BOAC de Havilland Comet 4C at the Imperial War Museum, Duxford. A similar aircraft was used for the twice-weekly jet service between London and New Zealand begun in 1963.

The jet age had a profound impact on how Kiwis travelled internationally. In 1960 35% of those departing for overseas left by sea; by 1969 the figure was less than 15%. The numbers leaving trebled between 1960 and 1969, when 100,000 left ‘temporarily’ for the bright lights of places like London. Likewise, the numbers coming here increased dramatically - over the course of the decade the numbers arriving increased four-fold to 100,000.

Credit:

Image by Ian Dunster, 2007. See full reference on Wikimedia.

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Broadcast of first flight to Antarctica

Hear this description by Lieutenant Commander Bill Smith, Royal New Zealand Navy, of the arrival and landing of the first flight to Antarctica on 20 December 1955. Smith was in Antarctic with Operation Deep Freeze to scout for unloading sites for HMNZS Endeavour, which would be heading south the following summer with personnel and supplies for the Commonwealth Trans-Antarctic Expedition (1955-58).

Following this another unnamed individual interviews Lieutenant Commander John (Jack) Torbert, the pilot of the first of the aircraft to land in Antarctica, P2V-2N Neptune #124466.

Transcript

Now as I look up I can get my sight of the first plane. It is low down in the sky and it is fast approaching. First there is just a black speck but now one can see the shape of the wings and there is a faint noise afar which, yes, it is definitely engines of this large plane. Now this is a very historic occasion because never before has an aeroplane flown into the Antarctic. On previous expeditions there have been planes brought down by the ships, offloaded and flown and used in the area. But this is the first time that a plane has flown from some aerodrome outside the Antarctic continent, across the southern waters of the Pacific, across the roaring forties, and the screeching fifties, and any moment now it will touch down on the sea ice of McMurdo Sound.

Now no doubt, as it is quite close to us, you can probably hear the engine noise as it now lines itself up with the runway. And is coming down the runway, circling round - no doubt to get his bearings to make sure of the runway which has been prepared for it. And as I look up into the sky now the plane is going overhead, this two engined Neptune, which left New Zealand early this morning and has flown all the way to the Antarctic non stop. There it goes - over my head now. You can no doubt hear the engines [sound of engines passing over].

It is now passing down the length of the runway in the direction of Observation Hill and soon it will bank and turn. There it goes. Beginning to bank and turn round once more to run down the runway, to get the direction before making its approach for the landing.

The air at the moment is a hive of activity. A helicopter has just released a smoke marker, that is a smoke bomb, which gives an indication as to the direction that the wind is blowing. This smoke marker has fallen on to the sea ice and is now making much smoke and drifting away and the wind is obviously coming from, direct from the South Pole, leaving us and going away in a northerly direction.

As I look up in the sky the Neptune has just crossed the top of Erebus, which is behind, and one can see the skis on which it will land, and it is gradually dropping from the sky, and making its final turn in towards the runway. And lower it comes, banking steeply now, as it is making its approach run into this natural aerodrome which has been laid out on the sea ice at the south Antarctic. Here it is making a low level run across the airstrip. It is not going to land this time. Yes it is! Yes it is! It is now braking violently and is coming down, and here it comes. It is only a matter of 100 yards away from us. Less than that now. You can hear its engine, it is a matter of about 5 ft above the ground. There it goes. And it is cutting its engine now. [engine cuts out] It has touched down. The first plane in history to fly in to the Antarctic has landed today the 20 December 1955. Flown from Wigram [Harewood] aerodrome in Christchurch all this way down to McMurdo Sound.

Another unnamed individual interviews Lieutenant Commander John (Jack) Torbert, the pilot of P2V-2N Neptune #124466.

Unnamed interviewer: Commander, let's see now your name is what, sir?

Pilot: John Torbert.

Unnamed interviewer: And you're the flight commander are you?

Pilot: I'm the pilot of 466.

Unnamed interviewer: How was the trip?

Pilot: Very dull.

Unnamed interviewer: Very dull? Nothing unusual?

Pilot: Nothing unusual.

Unnamed interviewer: How long did it take?

Pilot: 14 hours and 20 minutes. [Sigh] Can you get that stuff tomorrow, will you? We've had to fly all night long and we've got all kinds of [inaudible].

For the pilots, flying to Antarctica meant 14 hours sitting in a space like this. It is not surprising they sounded a bit grumpy by the time they landed!

Sound file from Radio New Zealand Sound Archives Ngā Taonga Kōrero. Any re-use of this audio is a breach of copyright. To request a copy of the recording, contact Sound Archives Ngā Taonga Kōrero. Reference: clip from 'First flight landing in Antarctica 20/12/1955, TX 401

Image: Imelda Bargas, 2009

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Erebus memorials

The memorial cross on Mount Erebus. The cross is located approximately 3 km south-east of the 1979 crash site. This stainless steel cross was erected on 30 January 1987 to replace the original wooden one, which had eroded.

Later memorials and memorial services

Since the first anniversary of the Erebus disaster on 28 November 1980 further memorials have been erected and services have been held to commemorate those who died.

In New Zealand

Waikumete Cemetery memorial

In advance of the first anniversary of the disaster a memorial was erected at Waikumete Cemetery, Auckland, above the gravesite of the people whose remains were not positively identified. Inscribed upon it were the names of the 44 people who had either not been positively identified or whose bodies had not been recovered from the crash site. A brass plaque was added to commemorate all those who died. Air New Zealand Chief Executive Morrie Davis, and representatives of the flight and cabin crew members who died, were among those to lay wreaths at the dedication ceremony on 28 November 1980.

St Stephen's memorial

Other memorials were dedicated on the first anniversary, prompted by the loss of individual community members. In Warkworth a walkway was named after Beverley Price, a member of the Auckland walkway committee who had died in the disaster. In Whangaparaoa, St Stephen's Anglican Church unveiled a stained glass window that had been commissioned to commemorate the death of eight local people, including Rev Peter Tanton.

Memorial tree

In Kihikihi, just south of Te Awamutu, there is a memorial tree to Cecil and Jack Emmett, two local community members who died in the disaster. It is not known whether this memorial was unveiled shortly after their deaths or on a future anniversary.

St Matthew in the City memorial

On the 10th anniversary of the disaster in 1989 another church in the Auckland region, St Matthew in the City, unveiled a series of memorial windows. These honoured those who had died and also commemorated the memorial service held at the church in the days immediately after the crash. Five years later, on the 15th anniversary, a garden of remembrance was created to surround the memorial at Waikumete Cemetery.

On the 25th anniversary of the crash in 2004 a number of services were held in the Auckland region. At 10 a.m. on 28 November approximately 100 people gathered at a memorial garden at Auckland airport, which had been created to commemorate the crew that died in the disaster. At midday approximately 1000 people attended a memorial service at the Holy Trinity Cathedral in Parnell, Auckland. Later that afternoon a wreathlaying service was held at the memorial at Waikumete Cemetery. Water collected from Mt Erebus had also been sent to churches throughout the country for local memorial services. Water collected from a stream on Aoraki Mt Cook was similarly sent for a service at the memorial cross in Antarctica.

On the 30th anniversary of the crash in 2009 there were services at the memorial garden at Auckland airport and the memorial at Waikumete Cemetery. There were also services at Air New Zealand's headquarters in Auckland and at the airline's main hangar at Christchurch International Airport. Shortly after the anniversary a memorial bench was unveiled at the Lower Hutt Rose Garden. It was the first memorial to Flight TE901 in the capital.

In Antarctica

A memorial service held at Scott Base on the first anniversary of the disaster in 1980 was attended by approximately 55 inhabitants of the base and guests from nearby McMurdo Station. It was also attended by Justice Mahon and others assisting in the Royal Commission of Inquiry who were visiting Antarctica at this time.

Commemorative albums

For the 20th anniversary messages from relatives of victims of the disaster and those closely involved in the recovery operation were combined into a commemorative album. A further volume was compiled for the 25th anniversary.

2004 memorial service

Similar services were held on the 20th, 25th and 30th anniversaries in 1999, 2004 and 2009. The 2004 service involved a number of distinguished guests, including the Dean of Christchurch, the Very Reverend Peter Beck, who led the service, the Minister of Foreign Affairs and Trade, Phil Goff, and Sir Edmund Hillary. During the half-hour service Hillary, who had lost his friend Peter Mulgrew in the disaster, read Bill Manhire's specially commissioned poem, ‘Erebus voices'.

The 2009 service was also led by the Very Reverend Peter Buck. It involved representatives from Air New Zealand and for the first time a small number of relatives of the victims of the Erebus disaster. The six relatives who attended the service had their names selected from a special ballot run by Air New Zealand. Many criticised the airline for allowing only a few relatives to go, arguing that they all had the right to make the trip. But the airline commented that it was not 'practically or logistically possible' to take a representative of each family. Christchurch businessman Mike Pero subsequently offered relatives places on a charter flight to Antarctica, with ticket prices ranging between $1400 and $8600. Amid criticism that he was being 'opportunistic', Pero withdrew his offer. Following the service the airline announced that it would work with the government to look at ways more relatives could make the trip.

Koru capsule

On the 30th anniversary relatives of the victims of the disaster were asked to send messages for a 26kg koru shaped capsule which would be placed at the base of the memorial cross in Antarctica.

A memorial cross near the crash site, erected in timber in 1979 and replaced by a sturdier stainless steel structure in 1987, has also been a site of remembrance on anniversaries of the disaster. On the first anniversary a party assisting in the Royal Commission of Inquiry flew to the site. While there, Edward Davies, Director of Administration and General Services for Air New Zealand, laid a wreath at the memorial cross. He also scattered the ashes of four passengers in accordance with the wishes of their relatives.

Tomb

The site itself was declared a ‘tomb' by signatories to the Antarctic Treaty in 1981, and in 1997 it was designated an Antarctic Specially Protected Area for an indefinite period.

In the days before the 20th anniversary a party from Scott Base flew to the site to lay two wreaths of silk flowers at its base. On the morning of the 25th anniversary, prior to the service at Scott Base, a party including Peter Beck and Phil Goff flew to the site to lay wreaths. Water collected from a stream on Aoraki Mt Cook, a gift from Ngai Tahu, was also sprinkled at the cross.

Koru capsule on Mt Erebus

Weather prevented the six relatives of the victims of the disaster visiting Antarctica for 30th anniversary commemorations from reaching the crash site. A koru shaped capsule intended to be placed at the site on this occasion was eventually taken there in January 2010.

In February 2011, 104 family members of those lost in the Erebus disaster took part in a remembrance flight to Scott Base.

Further information

Erebus memorial (Waikumete Cemetery)
Moirs Hill Walkway (DOC)
Erebus window (St Stephen's)
Area Protection and Management (Antarctica New Zealand)
The Erebus story (NZALPA)

Credit:

Permission of Antarctica New Zealand must be obtained before any reuse of this image.

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First flights to Antarctica

Douglas LC47H BuNo17221 at Ferrymead Heritage Park, Christchurch. This aircraft was not used on the initial flights south but did serve in the Antarctic from 1963 to 1966, manned by members of the US Navy Air Development Squadron Six [VX-6]. It was presented to the City of Christchurch to mark the role aircraft of its type played in the Antarctic, and to honour the hospitality the city’s residents had shown to the staff of the United States Antarctic Research Program.

First flights to Antarctica

Broadcast of first flight to Antarctica

The first long-distance flights into Antarctica from the outside world left from New Zealand on 20 December 1955. They were undertaken by a United States Navy air squadron, as part of Operation Deep Freeze I. In advance of the flights members of the squadron were based at the Royal New Zealand Air Force's Wigram and Taieri aerodromes. The RNZAF and search and rescue personnel were on standby during the flights, ready to provide support should any of the aircraft strike difficulty.

Operation Deep Freeze

Operation Deep Freeze originally referred to US Navy operations during the International Geophysical Year. Operation Deep Freeze I ran from 1955 to 1956 and was followed by Operation Deep Freeze II, III and so on. The term has come to be used as a general term for US operations in the Antarctic.

Memorial to Operation Deep Freeze

The US Navy Air Development Squadron Six [VX-6] was formed on 17 January 1955 to provide the necessary air support for the Navy's operations in the Antarctic between 1955 and 1959 (Operation Deep Freeze I-IV). The impetus behind these operations was the International Geophysical Year of 1957-58. The Navy was tasked with setting up facilities and supporting US scientists in their contribution to the IGY.

The squadron was assigned a variety of aircraft to see which was the most suitable for Antarctic conditions. Among them were eight larger aircraft that were to make the voyage south from New Zealand:

Two ski-equipped Lockheed P2V-2N Neptunes
Two Douglas R5D Skymasters (these were C-54 Skymasters, the military version of the commercial DC-4. They were designated R5D by the US Navy)
Two ski-equipped Douglas R4D Skytrains (these were C-47 Skytrains, the military version of the commercial DC-3. They were designated R4D by the US Navy. In Britain, and in New Zealand at this time, these planes were referred to as Dakotas)
Two Grumman UF-1 Albatross triphibians

Just 20% of the squadron's 220 personnel made the journey to New Zealand in these aircraft. Most were transported to New Zealand, and on to Antarctica, on navy vessels.

The aircraft arrived at the RNZAF's Wigram aerodrome in Christchurch between October and December 1955. The officers and crew for the long-range Neptunes and Skymasters, who were due to fly out of Harewood, remained at Wigram until 19 December, the day before the flights to the Antarctic. Those assigned to the shorter-ranged Skytrains and Albatrosses left for the RNZAF's Taeiri aerodrome, near Dunedin, on 13 December.

On 10 December one of the Navy's icebreakers, USS Glacier, left New Zealand to prepare the ice runway for the aircraft. Six other navy vessels left on 16 December to take up pre-assigned positions over the 3860-km route between Campbell Island and Antarctica. These ‘picket ships' assisted with radio communications and weather reports during the initial flights, but were also there to assist in search and rescue should it be required. Search and rescue personnel in Wellington were on standby to alert an RNZAF Sunderland flying boat specially stationed at Bluff.

On 19 December 1955 the signal came that the ice runway at McMurdo Sound had been completed. The squadron was advised to be ready to take off the following day.

JATO

The eight aircraft took off with the assistance of Jet Assisted Take Off (JATO) bottles. This system helps overloaded planes into the air by providing additional thrust in the form of small rockets.

On 20 December the first aircraft, a Neptune, left from Harewood at 4.59 a.m. About 150 people were gathered for the event. It was followed by another Neptune at 5.14 a.m., and then by the Skymasters at 8.15 a.m. and 8.33 a.m. The first Neptune arrived at McMurdo Sound 14 hours later to a smaller gathering of around 20 people. The pilot described the flight as ‘dull'.

On the same day the Skytrains and Albatrosses left from Taeiri shortly after 6.45 a.m. But all four aircraft were forced to turn back due to strong headwinds - despite the determination of some to carry on.

Despite this setback the aim had been accomplished. It had been shown that aircraft could fly to Antarctica from the outside world. David Burke, author of Moments of terror: the story of Antarctic aviation described the significance of the flights:

The frozen continent no longer stood wholly isolated; by plane it was now a matter of 10 hours, not 10 days or 10 weeks away.

The squadron, renamed the Antarctic Development Squadron Six (VXE-6) in 1969, continued to provide logistical air support for United States operations in Antarctica until it was disestablished in March 1999 because of Navy downsizing. The Air National Guard has taken over its responsibilities.

Further information

Books

David Burke, Moments of terror: the story of Antarctic aviation, Robert Hale Limited, London, 1994
Noel Gillespie. Courage Sacrifice Devotion: the history of the US Navy Antarctic VXE-6 Squadron 1955-99, Infinity Publishing.com, Philadelphia, 2005
Tony Phillips, Gateway to the ice: Christchurch International Airport - Antarctic air links from 1955, Christchurch International Airport Ltd, Christchurch, 2001

NZHistory, New Zealand history online - air transport

Air New Zealand plane fuselage on Mt Erebus

Recovery operation begins

Lone woman

Skua gulls

Christchurch International Airport

Christchurch International Airport (1955-60)

New Zealand enters the jet age

Further information

Websites

Kaimai air crash memorial

Britannia monoplane flying over Auckland

NZ helicopters on Antarctica

Pan Am's Samoan Clipper in Auckland

BOAC de Havilland Comet 4

Broadcast of first flight to Antarctica

Transcript

Erebus memorials

Later memorials and memorial services

In New Zealand

Memorial tree

In Antarctica

Commemorative albums

Koru capsule

Tomb

Further information

First flights to Antarctica

First flights to Antarctica

Operation Deep Freeze

JATO

Further information

Books

Links