New Zealand National Airways (NAC) Fokker F.27 Friendship
At the end of World War II, the New Zealand government wanted to establish a domestic airline capable of linking the far-flung communities of New Zealand, while leaving Air New Zealand to handle international routes. In 1947, the New Zealand National Airways Corporation (NAC) was established by merging several small air taxi services, a prewar airline (Union Airways), and converting 40 Squadron of the Royal New Zealand Air Force to civilian use. As a result, NAC had a bewildering array of aircraft, most of them war surplus: besides the almost inevitable Douglas DC-3s, there were also Lockheed 10 Electras and ex-RNZAF Short Sunderland flying boats, among others; despite being obsolete, prewar deHavilland DH.89 Dragon Rapides remained with NAC into the 1950s due to their ability to land on beach airstrips. This wide variety of aircraft led to maintenance problems and a high accident rate, though most of the crashes were nonfatal.
Through the 1950s, NAC reduced its services to South Pacific islands so as to retire the Sunderlands and consolidate its domestic network. NAC’s interest in the Vickers Viscount turboprop led to the New Zealand government embarking on an extensive modernization of its airports prior to the Viscount’s purchase in 1954; so popular were the new aircraft that NAC—and New Zealand itself—saw passenger numbers experience a huge growth, so much that it was called the “Viscount Jump.”
NAC, though partially state-owned, found itself under increasing pressure from Air New Zealand, its own government, and British aviation companies. It was able to modernize its fleet by purchasing Fokker F.27 Friendships to replace its DC-3s (though DC-3s would remain with NAC until its demise, flown as sightseeing aircraft) and adding jets with Boeing 737s; in both cases, NAC was threatened with retailiation from Handley-Page and BAC, respectively, who demanded that NAC adopt the Herald and One-Eleven. NAC became the third customer for the 737, and its experience in operating the type on short runways led to several improvements made to the design by Boeing.
By 1975, NAC was proving resilient and successful, petitioning the New Zealand government to allow it to return to flying South Pacific routes with 727s. When McDonnell Douglas made an offer to NAC for DC-10s, Air New Zealand reacted, worried that NAC could drive it out of business. As the national flag carrier, Air New Zealand’s clout carried considerable weight, and in April 1978, the New Zealand government merged NAC into Air New Zealand. The action outraged many New Zealanders, who accused Air New Zealand of “bullying” and illegal influence, but the merger stood. It would be some years before Air New Zealand recovered from absorbing NAC, as the two airlines operated on completely different business models.
New Zealand National Airways (NAC) Fokker F.27 Friendship
At the end of World War II, the New Zealand government wanted to establish a domestic airline capable of linking the far-flung communities of New Zealand, while leaving Air New Zealand to handle international routes. In 1947, the New Zealand National Airways Corporation (NAC) was established by merging several small air taxi services, a prewar airline (Union Airways), and converting 40 Squadron of the Royal New Zealand Air Force to civilian use. As a result, NAC had a bewildering array of aircraft, most of them war surplus: besides the almost inevitable Douglas DC-3s, there were also Lockheed 10 Electras and ex-RNZAF Short Sunderland flying boats, among others; despite being obsolete, prewar deHavilland DH.89 Dragon Rapides remained with NAC into the 1950s due to their ability to land on beach airstrips. This wide variety of aircraft led to maintenance problems and a high accident rate, though most of the crashes were nonfatal.
Through the 1950s, NAC reduced its services to South Pacific islands so as to retire the Sunderlands and consolidate its domestic network. NAC’s interest in the Vickers Viscount turboprop led to the New Zealand government embarking on an extensive modernization of its airports prior to the Viscount’s purchase in 1954; so popular were the new aircraft that NAC—and New Zealand itself—saw passenger numbers experience a huge growth, so much that it was called the “Viscount Jump.”
NAC, though partially state-owned, found itself under increasing pressure from Air New Zealand, its own government, and British aviation companies. It was able to modernize its fleet by purchasing Fokker F.27 Friendships to replace its DC-3s (though DC-3s would remain with NAC until its demise, flown as sightseeing aircraft) and adding jets with Boeing 737s; in both cases, NAC was threatened with retailiation from Handley-Page and BAC, respectively, who demanded that NAC adopt the Herald and One-Eleven. NAC became the third customer for the 737, and its experience in operating the type on short runways led to several improvements made to the design by Boeing.
By 1975, NAC was proving resilient and successful, petitioning the New Zealand government to allow it to return to flying South Pacific routes with 727s. When McDonnell Douglas made an offer to NAC for DC-10s, Air New Zealand reacted, worried that NAC could drive it out of business. As the national flag carrier, Air New Zealand’s clout carried considerable weight, and in April 1978, the New Zealand government merged NAC into Air New Zealand. The action outraged many New Zealanders, who accused Air New Zealand of “bullying” and illegal influence, but the merger stood. It would be some years before Air New Zealand recovered from absorbing NAC, as the two airlines operated on completely different business models.