The history of Air New Zealand , the national airline of New Zealand, began when the combined East Coast Airways and Cook Strait Airways commenced operations in January 1936 as Union Airways of N.Z. Ltd., the first major airline in the country. Union Airways was the only New Zealand airline partner at Tasman Empire Airways Limited (TEAL), which made its maiden flight in 1940. The New Zealand Government purchased the full ownership of TEAL in 1961 and the airline was renamed Air New Zealand in 1965. New Zealand's domestic airline, National Airways Corporation (NAC), joined Air New Zealand in 1978. Air New Zealand was privatized in 1989 but in the early 2000s (decades) experienced financial difficulties and in the year 2001 The New Zealand Government takes 80% of the ownership in return for injecting NZ $ 885 million. In November 2013, the National Government sold its stake in Air New Zealand from 73% to 53% as part of its controversial asset sale program.
Video History of Air New Zealand
Tasman Empire Airways Limited
The airline was set up as an intimidated TEAL ( T asman E mpire A irways L ) on April 26, 1940. The first flight was on April 30, 1940, with the Short Empire ZK-AMA Aotearoa carrying ten passengers from Auckland to Sydney. It takes about 7 hours 30 minutes to travel 1345 miles. TEAL's first annual report, dated March 31, 1941, reveals that 130 trans-Tasman flights have been completed, 174,200 miles flown and 1461 passengers, with NZ $ 31,479 earnings. During WW2 TEAL conducted several charter and special surveillance flights to New Caledonia, Fiji, Tonga, Samoa, and Hawaii to assist the war effort. In June 1944 TEAL crossed the Tasman Sea for the 1000th time.
After World War II the TEAL was replenished, initially with Short Sandringham and then by Short Solent, and the former RNZAF PBY Catalina was also used for survey flights. The initial TEAL schedule of two weekly flights from Auckland to Sydney was soon expanded with departure from Wellington, and flights to Fiji were also added during the early years.
In 1953, the Australian Government bought 50% of TEAL, with the Government of New Zealand buying the rest. In 1954 TEAL added Douglas DC-6s from the dead British Commonwealth Pacific Airlines (BCPA) to its fleet, and this replaced the out-of-date aircraft in most international services. The aircraft service ended in 1960 when the Tahiti airport was opened. TEAL operates services between Auckland and Fiji to replace BCPA services. In 1955 TEAL made the trans-Tasman crossing to 10,000. In 1959 TEAL again changed its fleet, replacing DC6 with Lockheed L-188 Electra IIs. The turboprop was capable of carrying 71 passengers at nearly 400 miles per hour, and reduced Auckland to Sydney flying time to 3 hours 50 minutes.
In 1961, the Government of New Zealand bought half the Australian Government, and on April 1, 1965 the airline was renamed Air New Zealand .
Maps History of Air New Zealand
First jet
DC-8
On September 23, 1963 Air New Zealand signed a contract with Douglas Aircraft, agreeing to purchase the last three DC-8-52 jet aircraft. The first DC-8 arrived in Auckland on July 20, 1965, to coincide with the opening of the Air New Zealand jet base at the airport. The remaining two DC-8s arrived on August 12 and September 22 of that year and the first jet service was flights from Christchurch to Sydney on 3 October. The jet range allows Air New Zealand to start service to the United States and Asia for the first time - on December 14 the first Auckland service to Los Angeles departs, via Nadi and Honolulu. Services from Auckland to Hong Kong via Manila and Singapore were followed in early 1966. The service to Tokyo via Nadi began in 1980.
Beginning in 1968 two more DC-8-52s were ordered, the first arriving on January 29 and the second on February 28; it has the same seating layout as the previous plane but has a slightly more powerful engine. A sixth DC-8 was leased from United Airlines in November 1970 and purchased in July 1971. A seventh DC-8 and last was purchased from United Airlines, this one in October 1971.
DC-10
After considering the DC-8 Super Sixties and Lockheed L-1011, Air New Zealand ordered eight DC-10-30s, the first arriving on January 27, 1973. DC-10 introduced a new paint scheme which features a tails in a strong Maori waka (canoe) post style instead of the previous Southern Cross; this scheme spread to DC-8 during 1973. Longer reach of DC-10 opened the route to Asia and eliminated stops in Manila on the Auckland route to Hong Kong in 1975. As well as expanding the trans-Pacific service. The first service to Perth began in 1980.
In 1979, the American Airlines Flight 191 crash led to the global runway of all the DC-10s, beheading hundreds of passengers on both sides of Air New Zealand's Los Angeles-Auckland route. The airline chartered the Pan Am Boeing 747 to transport stranded passengers and to keep the shuttle service open. The remaining two DC-8 planes maintain trans-tasman shuttle service along with international standards equipped with 737-200, ZK-NAR. The decision not to take the NAC purchase right from trans-tasman capable of Boeing 727-200 has again haunted the airline. With no DC-8 replacement, Air New Zealand began searching for medium-sized wide-body jets and ordered the Boeing 767-200ER in 1983.
Merge with NAC
In 1947, domestic competitors emerged in the form of National Airways Corporation (NAC) owned by the Government, formed when the New Zealand government nationalized Union Airways and a number of other small operators. NAC was originally equipped with de Havilland Dragon Rapides, de Havilland Fox Moths, Douglas DC-3, Lockheed Electras and Lockheed Super Electras. In the late 1940s NAC also provided international services to nearby South Pacific countries using ex-RNZAF Short Sunderlands that had been converted. It was later equipped by de Havilland Herons, Vickers Viscounts, Fokker Friendships and finally Boeing 737s. In 1972, NAC purchased a freight forwarder, Straits Air Freight Express, which operates Bristol Freighters and Armstrong Whitworth AW.660 Argosy freighters.
On April 1, 1978, NAC's domestic airline was absorbed into Air New Zealand. Although the two airlines had cooperated during the 1970s, sharing planes, etc., it was felt that NAC threatened the airline. Qantas feels as a domestic partner in New Zealand and has NAC in its sights. When NAC announced plans to purchase Boeing 727-200 to increase capacity, and would like to reapply for some Pacific Island routes, Air New Zealand objected and applied pressure to the New Zealand Government that one airline will serve the nation's interests. The relaunched Air New Zealand uses the NAC NZ prefix for domestic flight numbers and the New Zealand Air TEAL TEAL TEAL prefix for international flights until October 1990, when NZ became universal. Orders for Boeing 727-200 were discontinued, and Air New Zealand decided to buy more Boeing 737-200. It was a decision that would haunt the airline again because it would not have a medium sized aircraft to support the DC-10 when the last DC-8 would retire in 1981.
Erebus Mountain Disaster
On November 28, 1979, Air New Zealand Flight 901, a scheduled sightseeing flight across Antarctica, crashed into Mount Erebus. The McDonnell Douglas DC-10-30 was destroyed on the impact of killing all 237 passengers as well as 20 crewmen. It remains the deadliest disaster in New Zealand.
1970s
Female ANZ airline officers won a landmark victory in 1979 when the Ombudsman declared that the airline openly discriminated against them by rejecting the same promotion and paying chances of raise with their male counterparts. The airline and the union representing the airline employees were not sympathetic to the suffering of women - a woman complaining that her home was being shot at by an unidentified gunman - but the Ombudsman's decision (which is a very strong figure in New Zealand) ensures that the practices erratic to the maids over.
1980s
In 1981 Air New Zealand ordered the first wide-bodied Boeing type; Boeing 747-219 shipped, starting DC-10 replacement. DC-10 was rented out, last service was in 1983, and everything was sold in late 1986.
In 1982 the first Air New Zealand flight to London with its own right (via Papeete and Los Angeles) took place. Air New Zealand is now a global airline. In 1988, the airline operated Boeing 747 weekly roundtrip flights between Auckland and London via Dallas/Fort Worth.
In 1985, the first Boeing 767-200 was delivered. This type fills the intermediate distance and the charge gap emptied by DC-8 and DC-10s. This allows airlines to serve trans-Tasman routes with more intensive frequencies to big capitals not allowed by the larger Boeing 747. Flights to Perth also use the plane. Boeing 767 is also used for major domestic services.
Air New Zealand, along with Qantas helped pioneer the Extended ranks, Twin engines, Operation ETOPS. This allows the efficient use of Boeing 767 through long-distance water routes. Initially the 767 aircraft was staying within two hours of flying time from an acceptable airport but this extended to three and even four hours. (ETOPS ratings are applied to individual aircraft, not the typical type.Today, all commercial types of twin engines can be assessed by ETOPS standards, usually as part of the 'new airplane' program such as the Embraer E-190.)
1989 and so on
New ownership and list of stock exchanges
In October 1989 Air New Zealand was privatized with its sale to a consortium headed by Brierley Investments Ltd. Brierley retains 65%, with 30% sold to New Zealand public, staff, and institutional investors - Qantas with 19.9%, Japan Airlines 7.5%, American Airlines 7.5%, and New Zealand Government "Kiwi share" make balance. The Kiwi share has a special power to ensure that majority ownership holds by New Zealand. In the same year Air New Zealand is listed on the New Zealand Stock Exchange.
New plane
In early 1990, the first Boeing 747-400 was launched, but industrial action by pilots and cabin crew forced the first aircraft to be leased to Cathay Pacific. The rate of payments and long hours in the air due to its excellent reach should be renegotiated before the plane enters the mainline service. The first flight finally took place in late 1990.
Also in 1991, it received its first Boeing 767-300, a major increase and added seven Boeing 767-200ERs later in service. The 767-300ER variant is available in range and capacity and allows Air New Zealand to open new routes to Asia and increase frequency to trans-Pacific services and introduce the second daily Los Angeles service through Honolulu and then third through Rarotonga and Apia on a daily commute. The Boeing 767-300ER is fitted with a winglet to improve the efficiency this aircraft offers. Although Boeing 767's fleet has been reduced due to the arrival of the Boeing 777-200ER, the Boeing 787-9 is to replace the last of the 2014 type.
Early 1990s saw new routes added:
- 1990: Kuala Lumpur, Denpasar, Bangkok
- 1991: Nagoya, Taipei
- 1993: Seoul
- 1994: Sydney - Los Angeles, Osaka
- 1995: Fukuoka
Australia
Following the success of the deregulation of the Australian domestic air market in 1990, the Keating government announced that it would allow New Zealand operators to gain unlimited access to the Australian market. Air New Zealand soon plans to operate regular services between major cities in Australia. However, in the last minute Australian Transport Minister Laurie Brereton stepped down from the deal, and although Air New Zealand was allocated to increase the number of international departure slots from Australian cities, it was not allowed to operate domestically in Australia. This has far-reaching implications, as Air New Zealand is forced to look at other ways to increase its market in Australia, resulting in the acquisition of Ansett Australia.
Expansion
In 1995 Air New Zealand added Fukuoka to its Japanese destination, and announced a long-term plan to buy 50% of Ansett Airlines, a company much larger than Air New Zealand itself. Owned 50% by TNT and 50% by News Limited, Ansett holds nearly half of Australia's large domestic market, but has declined over the past few years. Market analysts report that Ansett has major underperforming assets and an aging fleet, and requires a capital injection of at least A $ 300 million to support its weak balance sheet.
For Air New Zealand, buy half of TNT Ansett represents a way to buy into the rich Australian domestic market. The agreement has been discussed with both owners of Ansett since October 1994, and requires several elaborate maneuvers to meet regulatory requirements on both sides of Tasman, including the sale of Ansett New Zealand, New Zealand's only significant domestic Air New Zealand market competitor (for News) Limited) fulfill the requirements of the New Zealand Trade Commission, and 51% of Ansett International's sales (to consortium of Australian institutional investors) to meet the requirements of the Australian Foreign Investment Review Board which, if not met, would mean the loss of Ansett International bilateral air service agreement. The terms of the agreement saw Air New Zealand pay A $ 475 million for half Ansett, including a capital injection of A $ 150 million, and the transaction was completed on October 1, 1996.
A low-cost subsidiary, Freedom Air, commenced operations in 1996. In 1997 South Korean flights were suspended due to the Asian financial crisis, and a small partnership was formed with United Airlines. In 1998 EVA Air and Air New Zealand jointly started operating Boeing 767 services between Taipei and Auckland. In addition, Air New Zealand accepts three new Boeing 737-300 Boeing to operate on flights between New Zealand and Australia.
During 1998 the company began selling all five Boeing 747-200 aircraft to Virgin Atlantic, with those discharged during 1999 and 2000. Sir Selwyn Cushing became chairman of the company after Bob Matthew resigned, and also in 1998 Air New Zealand announced an alliance with various airlines flights and intentions to become a Star Alliance member in 1999.
1999 saw all five weekly services to Tokyo operated by Boeing 747-400 and an additional 747 arriving in Auckland. At the end of the year, Air New Zealand and United filed anti-trust immunity with the US Department of Transportation due to a two-company alliance agreement.
Excessive expansion
In March 1999, Ansett and Air New Zealand became full Star Alliance members. 1999 also saw the start of a long and bewildering battle over Ansett's possession. Ansett remained profitable but experienced increasing difficulty in finding ways to rationalize the cost structure, and much needed capital injections to replace his human fleet. Of the two-and-a-half owners, News Limited is more interested in selling and investing its sales in other industries, while Air New Zealand has no reserve fund: with 102 aircraft, nearly 15,000 staff and a turnover of US $ 2.3 billion (compared to 72 Air New Zealand, 9,200 staff and US $ 1.8 billion in turn) Ansett's need for capital outweighs Air New Zealand's ability to provide it - especially given Air New Zealand's own fleet lifetime.
Singapore Airlines (SIA) and Qantas expressed interest in purchasing Air New Zealand, Ansett employees are planning staff purchases, and both SIA and Air New Zealand are looking to buy 50% of Ansett shares from News Limited. In March 1999 SIA made an official offer of A $ 500 million for half of the portion. Given the industry's leading SIA status, the ability to refinance equipment and Ansett's expansion and global marketing network, industry watchers are enthusiastic about the move. However, as part of a preliminary agreement to buy half of TNT from Ansett, Air New Zealand has a pre-emptive rights for half the Limited News, providing only that it fits or better the other offer.
The Air New Zealand Board finally approved the sale to the SIA, but negotiations stalled when Air New Zealand's major shareholder Brierley Investments began buying more Air New Zealand shares and tried to get an AIA to buy Ansett through Air New Zealand or Brierley, rather than from Limited News. In June, News Limited withdrew its offer to sell, citing "has not solved the problem" between SIA and Air New Zealand.
At this stage, Ansett announced unexpected high profits for the year - A $ 149 million - and News Limited took advantage of it to raise the asking price to A $ 1 billion. Industry watchers consider this to be overly optimistic in the business of famous booming and bust airlines, and put the true value of half a portion of no more than A $ 700 million.
In February 2000 Air New Zealand announced its decision: it would buy half Ansett's remaining A $ 680 million. Industry watchers are united in the belief that it is a bad decision: the price may be too high, and Air New Zealand will not be able to afford the much-needed equipment. Monash University aviation economics student Keith Trace commented "... by taking it, they make sure that their own airline is in terrible danger.That is a terrible mistake they brought for the trip."
Former Qantas head of finance, Australia Gary Toomey was appointed Air New Zealand Chief Executive Officer and Ansett Holdings in December 2000. Services to Frankfurt, Sydney and Honolulu from Los Angeles were dropped, and taken by Star Alliance partners Lufthansa and United.
In 2001 Air New Zealand announced plans to buy 16 new Beechcraft 1900D aircraft to replace Bandeirantes and Metroliners, who have served faithfully for 20 years, serving airports without jet capability.
Ansett collapse
For more information, see Ansett Australia Demise
Ansett is in bad shape. The lack of proper maintenance for the 767 fleet - some of which are nearly 20 years old - have seen the Civil Aviation Safety Authority of Australia (CASA) plugged seven planes two days before Christmas 2000 while the inspections were conducted. In April 2001, one day before the busy Easter holiday period, all 10 Ansett 767 were based again when a series of other security issues were revealed, and Ansett was threatened with the withdrawal of the Air Operator Certificate.
To cover the loss of Ansett's one-third capacity, Air New Zealand chartered the Ansett Boeing 767 and Boeing 747 from its own fleet, and additional aircraft were leased from SIA, Air Canada and Emirates Airline. SIA - 25% of Air New Zealand's owners and thus indirectly from Ansett - agrees to provide technical assistance to restore the Boeing 767 to the air.
Despite the loss of public confidence in the airline, the news is not all bad. Chief executive Gary Toomey announced that the total cost of the groundings was only NZ $ 5.2 million, and that the oldest seven Ansett Boeing 767s will be sold, along with three Air New Zealand 767s, and newer aircraft hired on their premises. Toomey said:
- What really highlights is that nothing really changes in our strategy, and that is that we need to retool, we need to expand our capacity, we need to have a new product, so I think it only brings these goals to be more focused and more by having a high profile of what's going on.
The reality is somewhat different. In terms of revenue, Air New Zealand is the 39th largest airline in the world, Ansett 32nd. However, both airlines are only marginally profitable and require large capital injections that can not be provided. The highly successful airlines Qantas and SIA both made an offer to buy the Air New Zealand group but needed regulatory approval to lift the 25% foreign ownership rule. Clark government refuses to make a decision. Deputy Prime Minister Jim Anderton said "the idea of ​​selling our national carrier to anyone would be anathema", even though Air New Zealand was 49.9% foreign-owned: 25% by Singapore Airlines and 24.9% by Brierley Investments, which was originally a New Zealand-based concern but moved to Singapore in 2000, and avoided restrictions on foreign ownership using New Zealand-based trusts to hold Air New Zealand shares.
The inconsistency of national pride is not limited to the eastern side of Tasman: public opinion polls show that while New Zealand strongly opposes the purchase of Qantas to Air New Zealand, and moderately opposed to SIA increasing its holdings, Australians support Qantas buying from Air New Zealand but object to more SIA ownership continued from Air New Zealand (and thus Ansett)..
Meanwhile, Air New Zealand's financial position deteriorated, and Ansett lost market share for both Qantas and newcomers to the Australian domestic market, Virgin Blue. The Air Council of New Zealand decided that the answer was to keep spending more money, and buy Virgin Blue and Ansett. On condition that the deal runs, SIA is ready to finance the purchase of 32 new aircraft for the Air New Zealand group. Virgin Blue, however, grew quickly, largely at the expense of Ansett; the initial offer worth A $ 120 million was deemed insufficient and in August, Virgin Blue owner Sir Richard Branson, with his customary reward for publicity, ended negotiations when he tore on what he claimed to be a $ 250 million Air New Zealand check. Although the offer was probably genuine, the check was not - it was actually a check from a book from one of the airport managers taken from a Qantas staff credit union account.
On September 10, 2001, Air New Zealand's desperation offered to sell Ansett to Qantas for $ 1. After two days of Qantas consideration declined, and Air New Zealand suspended its stock trading (which had dropped considerably) and placed Ansett in a voluntary administration. Ansett went bankrupt, and Air New Zealand was in a bad state. The next day Air New Zealand announced a staggering loss of $ 1,425 million: a write-down of NZ $ 1,321 million from Ansett, and another $ 104 million lost by Air New Zealand itself.
Ansett's trade loss for this year was NZ $ 165 million (plus NZ $ 23 million for Ansett International), or about NZ $ 8 million per month for most of the year, but with blow-out suddenly becoming around NZ $ 40 million per month for the last two months.
The storm of public criticism on both sides of Tasman erupted, and bitter allegations were leveled. In particular, he was asked how such huge losses might be when Ansett had a healthy 74% load factor average.
In an angry statement, Air New Zealand denied that there was a last-minute exclusion program, that it had put A $ 200 million in Air New Zealand fuel bills through Ansett, cleared Ansett's bank account, or picked up Ansett's engine and spare parts to New Zealand. Ansett's administrator then verified that there was no asset exclusion at the last minute, but many refused to let the facts deter, as Air New Zealand workers in Australia were harassed and spat on.
Trans-Tasman's anger is huge. At one stage, New Zealand Prime Minister Helen Clark, on his way back to New Zealand from the Middle East, found his plane blockaded on the runway of Melbourne airport by a laid-off Ansett worker, who refused to allow the jet to take off. Finally, the Orion RNZAF maritime surveillance aircraft must be sent to fetch him.
The Australian Securities and Investments Commission (ASIC) began an investigation into whether Ansett had traded during bankruptcy, and finally decided in July 2002 that it would be too costly and difficult to continue with an action that, in any case, there needed to be many separate acts on behalf of individual lenders only one.
It later became clear from the release of the document under the New Zealand Official Information Act that the New Zealand Government has pressured the Australian Government not to support legal action against Air New Zealand, saying that this would "harm rather than advance their interests with financial claims against the company". The Australian government declared that pressure had no effect on its decision.
New Zealand media criticized the Australian media for "Kiwi bashing", in contrast to the poor coverage of examples of Australian protectionism and criticized the pressure for New Zealand taxpayers to prop up uncompetitive Australian businesses.
Ansett's laid-off workers end up paying most of their rights, part of the A $ 150 million compensation package offered by Air New Zealand in exchange for ASIC's inquiries, but mostly by A $ 10 per seat levy imposed by John Howard government on Australian airline passengers.
Rebirth and re-nationalization
In October 2001, the Government of New Zealand announced that it would provide Air New Zealand with a rescue package worth NZ $ 885 million, and in return would take 80% ownership. Gary Toomey resigned as CEO in the same month.
In early 2002, Ralph Norris, former head of the Bank ASB, one of New Zealand's premier banks, was announced as the new Air New Zealand CEO, and embarked on a difficult task to pull airlines back from near death.
In mid-2002 Air New Zealand announced it would reconfigure its domestic operations as a low-cost carrier, eliminating business and food classes in most domestic flights, the longest being 1 hour 50 minutes. The airline justifies this new service style (known as Express Class) on the grounds that few people travel the business class and that travelers prefer to save money on airfare rather than paying extra for meals. Although the company has online orders for several years, it makes internet sales a primary selling medium, removes travel agency commissions and adds fees to agents, phones, and counter sales. This approach was a tremendous success, with a substantial increase in Internet bookings recorded after the new tariff structure was introduced, and domestic orders eventually increased by an average of 23%. During July 2002, the airline announced orders for 15 Airbus A320-200 aircraft, to replace the Boeing 737-300 and Boeing 767-200 aircraft later used on Tasman. Five of them will be purchased by the airline, while ten others are leased.
In late 2002, the New Zealand Government in principle agreed to allow Qantas to buy a 22.5% shareholding at a cost of NZ $ 550 million; the purchase is subject to regulatory approval in Australia and New Zealand. However, this proposal met with resistance from regulatory bodies in both countries - although industry experts such as IATA chief Giovanni Bisignani called their opposition "misdirected" and suggested that the proposed alliance is a model example of the only possible survival method for small airlines. In late 2003 the Australian and New Zealand regulatory agencies rejected the alliance as anti-competitive, even though the world's tendency for airlines to consolidate (such as the acquisition of KLM by Air France in 2003). Air New Zealand and Qantas both announced that they would appeal the decision.
In November 2003 Air New Zealand expanded the successful domestic cheap Express concept to the trans-Tasman route. An early indication is that this move has also proved successful, with an expected increase of 10% reservations in the first few months of operation. On June 30, 2004 the airline started a non-stop service from Auckland to San Francisco, the first international destination for eight years. In September 2004 Air New Zealand was named Best Long-Term Airline in the seventh annual Conde Nast Traveler UK Reader Award.
On September 20, 2004 the New Zealand High Court blocked Qantas' plan to purchase 22% of Air New Zealand. Qantas and Air New Zealand decided not to appeal. However, both Ralph Norris and his partner at Qantas, Geoff Dixon, have stated that airlines will continue to assess other forms of cooperation that will not conflict with competition rules. In October 2004 SIA sold the remaining shares in Air New Zealand.
Air New Zealand started its first service to mainland China with the launch of Auckland to Shanghai in November 2006. After that, the success of Beijing was added on July 18, 2008. The route was discontinued in July 2012. Flight to Bali resumed on June 20th, 2012. Seasonal flight to Sunshine The first Coast for Australian city begins on July 1, 2012. This route makes Air New Zealand the first overseas airline to fly to four cities in Australia's Queensland state.
Air New Zealand ended the flight to Oamaru when it halted service twice daily from Christchurch on January 1, 2010. Wanaka lost its only flight service when Air New Zealand ended its relationship from Christchurch on January 31, 2013. However Perth to Christchurch's seasonal nonstop flight will continue on December 4, 2013. Air New Zealand has embarked on the expansion of other international services with flights to Singapore resumed and the opening of Houston and Buenos Aires. Flights to Houston and Buenos Aires begin in December 2015. Air New Zealand ends all 19 Beech 1900D seats in 2014/15 and terminates flights to Kaitaia, Whakatane and Whanganui.
2010s
Earthquake Relief Operations
On February 22, 2011 at 12:50 pm local time, New Zealand's second largest city, Christchurch, was destroyed by a magnitude 6.3 earthquake, causing widespread casualties and damage in the city. Christchurch International Airport is shut down for 18 hours to allow airport management to assess the runway, allowing only the most urgent medical and rescue flights. After "all clear" given the airport opened for international emergency assistance flights. The airline is putting together in all the spare planes available to transport stranded tourists and refugees out of the ruined city. The airline also provides a $ 50.00 flight ticket to allow everyone to depart with flights served directly by the city. Some domestic services in Auckland are flown by Boeing 747-400, Boeing 777-200ER and new Boeing 777-300ER aircraft. Wellington has a Boeing 777-200ER and a Boeing 767-300 serving, a plane rarely seen at the airport. Provincial destinations such as Hamilton, Palmerston North, and Invercargill also receive narrow, narrow jet jet aircraft equipment that are not usually seen at these airports.
See also
- Air New Zealand fleet
- New Zealand History
- List of New Zealand airlines
References
Source of the article : Wikipedia
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