On Tuesday 19 December 2000, at about 1700, Piper PA28-140 ZK-CIK departed from Forest Field aerodrome near Christchurch on a return scenic flight. On board the aeroplane were the pilot and 2 passengers. After circling several properties near Waiau in North Canterbury, the aeroplane was last seen at about 1745 heading in the direction of Hanmer Springs. At about 2100 the aeroplane was reported overdue to Police.
Incident date: Publish date:On Thursday 14 December 2000, at 1804, Piper PA23-250D Aztec ZK-DIR landed at Gisborne Aerodrome. Shortly after landing its nose undercarriage leg collapsed aft. The pilot and 4 passengers on board the aircraft were uninjured. Nothing conclusive was found showing why the undercarriage leg collapsed. Three scenarios are discussed as possible causes. The more likely possible cause was that play in the drag strut bushes somehow contributed to a mechanical down lock malfunction, but this could not be replicated during testing. No safety issues were identified.
Incident date: Publish date:[A preliminary investigation showed that the circumstances were not likely to have significant implications for transport safety. Consistent with section 13 of the TAIC Act the Commission discontinued the investigation and no report was published.]
Incident date: Publish date:At about 0400 on Friday 8 December 2000, Train 828, a northbound express freight train, passed Signal 212 at Middleton at "Stop" and collided head-on with departing southbound express freight Train 951. Three locomotive crew members received minor injuries. The locomotive on each train and a number of wagons were extensively damaged. Safety issues identified included the control of locomotive engineers hours of duty, fatigue management and the ability of the locomotive vigilance system to overcome short-term attention deficits in time to prevent this type of collision.
Incident date: Publish date:This report examines 6 track heat buckle incidents that occurred in different localities throughout New Zealand in the summer of 2000/2001, 5 of which resulted in derailments. Safety issues identified by these incidents included: • the need for training of track staff to ensure they recognise and respond to visible track defects • the possible need to protect continuous welded rail, formed at an unknown neutral temperature, during hot weather • the need to control tamping and lining to ensure track is not realigned leaving increased compressive stress in the rails
Incident date: Publish date:This report examines 6 track heat buckle incidents that occurred in different localities throughout New Zealand in the summer of 2000/2001, 5 of which resulted in derailments. Safety issues identified by these incidents included: • the need for training of track staff to ensure they recognise and respond to visible track defects • the possible need to protect continuous welded rail, formed at an unknown neutral temperature, during hot weather • the need to control tamping and lining to ensure track is not realigned leaving increased compressive stress in the rails
Incident date: Publish date:This report examines 6 track heat buckle incidents that occurred in different localities throughout New Zealand in the summer of 2000/2001, 5 of which resulted in derailments. Safety issues identified by these incidents included: • the need for training of track staff to ensure they recognise and respond to visible track defects • the possible need to protect continuous welded rail, formed at an unknown neutral temperature, during hot weather • the need to control tamping and lining to ensure track is not realigned leaving increased compressive stress in the rails
Incident date: Publish date:This report examines 6 track heat buckle incidents that occurred in different localities throughout New Zealand in the summer of 2000/2001, 5 of which resulted in derailments. Safety issues identified by these incidents included: • the need for training of track staff to ensure they recognise and respond to visible track defects • the possible need to protect continuous welded rail, formed at an unknown neutral temperature, during hot weather • the need to control tamping and lining to ensure track is not realigned leaving increased compressive stress in the rails
Incident date: Publish date:[No report published - TAIC asked to assist investigation by National Transportation Safety Board USA into the incident.]
Incident date: Publish date:On Sunday, 26 November 2000 at about 0105, Train 540, the northbound Longburn to Whareroa milk train, derailed near Kai Iwi while rounding a curve about 25 km/h faster than the authorised and posted curve speed of 50 km/h. Ten full milk-tanker wagons left the track and came to rest in a gully below, disgorging a large volume of milk. There were no injuries. The reason for the excessive speed in the curve was the locomotive engineer losing situational awareness during a microsleep.
Incident date: Publish date:At about 0400 on 19 November 2000, the Auckland Harbour tug "Waka Kume", with 2 crew aboard, was made fast to the port quarter of a ship berthing at the Fergusson Container Terminal. As the ship was moving astern towards the berth the pilot decided to abort the approach due to the bow thruster on the ship not being able to hold the bow up into the wind and tide.
Incident date: Publish date:[A preliminary investigation showed that the circumstances were not likely to have significant implications for transport safety. Consistent with section 13 of the TAIC Act the Commission discontinued the investigation and no report was published.]
Incident date: Publish date: