Cessna 172M Skyhawk II - ZK-DXQ - Photo Credit: Colin Hunter
by Andrew Pearce
My association with the Bay of Islands Aero Club began in the summer of 1975. I had just started working for the Bay of Islands Power Board (now Top Energy), and my first task was the installation of the runway and VASI lighting at the newly sealed runway being built by Mount Cook Airlines. My previous job had been as an airport electrician at Auckland International, where I also gained my PPL.
The club flight instructor at that time was Barbara Tyler, and the club operated a Cessna 172, ZK-DXQ.
My logbook shows my first flight in DXQ in March 1977, which, coincidentally, was also my first flight in a high-wing aircraft — having trained on Air Tourers and Piper 140/180s.
During the summer months, Barbara used to give early morning aerial beach reports for Radio Northland, with the well-known announcer Robyn Lilley. In the summer of 1978, while Barbara was away, she asked me to fill in for several weeks. After each report, I would fly over to Kaikohe for work with the BOIPB, then fly home again at the end of the day.
Barbara later left Kerikeri to fly commercially in Alaska. She was succeeded by instructors Jill Mortensen, Alan Ward, and Peter Newman. Peter gave me my constant speed rating in 1990, when club member Tony Circuit purchased a Tampico TGW — quite a sophisticated aircraft and lovely to fly.
Later instructors included Russ Howell, Warrick Bleakley, D. Woodington, Rob Alcorn, and Rob MacDonald.
I fondly remember Club President Ray McNally — a semi-retired farmer, private pilot, and glider pilot based at Kaikohe. Ray liked to fly a friend's rather battered Cessna Cardinal, which looked so rough that no one else would go near it. One day, he asked me to join him on a flight to Cape Reinga. With no real purpose other than to go flying, I nervously agreed. Despite its appearance, the Cardinal flew quite well. As we reached Ninety Mile Beach, Ray gave me a funny look and descended to seagull height — about 10 meters above the dunes — then pulled the throttle back to idle. To my amazement, our speed crept up to around 160 knots. "That's how the seagulls do it," he said with a huge grin. "Have a go." I did, but I could never match Ray's speed.
On 31 October 1992, the Aero Club celebrated its 21st birthday with an airshow. It was a great success, featuring a Warbirds DC-3, several Harvards, an Air Force Andover, an Aermacchi jet, topdressing displays, parachuting, and a Pitts Special.
In 1996, instructor Dave Woodington got several of us interested in night flying. The final test before issuing the night rating was a flight to Whangarei after dark — to go ten-pin bowling! We all passed. Those magical night flights over the Bay of Islands, especially with my children, hold special memories for me.
Every Sunday night was club dinner night, and those who could would take a turn cooking. We had some fabulous meals, and the Aero Club developed an excellent reputation for hosting events such as the Round-the-North-Island Race/Rally and various flying competitions.
In March 1992, we were visited by a parachuting firm, and around ten of us elected to do a solo static-line jump from 3,000 feet. We trained all day in the hangar, and in the late afternoon, we each had our turn. I now know where my limit of complete terror is. Climbing out onto the wheel step and pulling myself along the wing strut, the only thing keeping me from backing out was the pretty young pilot, Leane Jesthenco, grinning at me. Training went out the window — eyes shut, and I think I screamed all the way down until the parachute opened with a thump. After that, it was great.
Around 1995, the club became involved in the Young Eagles scheme, promoted by the Royal New Zealand Aero Club.
The club often "raided" other clubs and hosted reciprocal visits, with many cries of "Tally ho!" going out over the radio. We were also granted permission to visit the military base at Whenuapai. Given passcodes to enter their airspace, I was asked for mine. I replied, "Oops, I've dropped them" — my cockpit was cluttered with maps, the VFG, and other papers. I was cleared to land but told to report to the tower. On arrival, I found the tower staff still roaring with laughter — they hadn't asked for my passcode, but for "POB" (persons on board). They thought it hilarious that I'd "dropped all my passengers" at 1,500 feet.
Other club events included Christmas parties, with a flying Santa bringing gifts for all the members' children — and more than one aerial lolly scramble!
During Rob Alcorn's tenure, the club held an active commercial licence, offering scenic flights and some charter work for the Northland District Health Board. Rob later left to fly for a racing car team in the UK but was tragically killed in a local commuter train crash that claimed several lives. His loss was deeply felt — he had been a wonderful person and a fantastic instructor. The club also suffered at that time from the financial stress of building new clubrooms, and Rob's death marked the beginning of a difficult period.
We had been quite happy with the old clubrooms, now used by the Marine Coastguard and LandSAR. But Far North Holdings decided to turn the grass runway into a business park and told the club that access to the sealed runway would be blocked. Fortunately, the Aero Club held a watertight lease, and a payout from that, along with an ASB Trust grant and proceeds from a very successful airshow, meant we had enough funds to begin construction of new clubrooms and hangar space — shared with NCAP — next to the terminal building.
As with many projects, cost overruns and the loss of the commercial licence (which significantly reduced income) created much angst. But thanks to a small, dedicated core of members and the generosity of the community, the building was eventually completed.
In November 2000, my logbook records its first entry for Coastguard training. Coastguard had a need for aerial assistance, and many aero clubs, including ours, began training. Eventually, the Northland Coastguard Air Patrol (NCAP) was formed. Initially, it was an informal arrangement with club pilots assisting as required. (As this is about the Aero Club, I haven't included NCAP activities here.)
Unbeknownst to me at the time, August 2006 would be my last logged PPL flight. A health issue led to the CAA cancelling my medical certificate — a real shame, as I had just started the competency rating for the Cessna 206 and had passed the first exam toward a commercial licence.