Inquiries & Recommendations

Ngā ketuketutanga me ngā tūtohunga

[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.]

[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.]

[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.]

On Tuesday 8 August 1995 at about 1025 hours Y3 Shunt operated by New Zealand Rail Limited was shunting at Ravensbourne. Two shunters were riding on the footplate on the front of the locomotive. As the locomotive negotiated a turnout the left hand side of the footplate caught under the head of a rail on the adjacent road and the footplate buckled. The shunter on the left hand side was thrown off the footplate and trapped under it, suffering serious injuries. The causal factor was the relative heights of the rails on the converging tracks.

On Tuesday, 25 July 1995 an accident occurred during a winter white water rafting trip down the Shotover River, Queenstown. The raft failed to follow the intended passage down the Cascade Rapid and was drawn sideways into a rapid/waterfall known as The Toaster. One of the passengers fell from the raft, became entrapped underwater and drowned. Safety issues identified included levels and methods of training for rafting guides. The Safety issues identified are being addressed by the Maritime Safety Authority by way of the Draft Code of Practice for Raft Operators.

On Sunday, 16 July 1995 at about 2125 hours the fishing trawler "Awanui 6129" capsized while its crew were attempting to manoeuvre it across the Westport Bar, inbound. The two crew members lost their lives and the boat was declared a total constructive loss. Safety issues identified included measures necessary to avoid succumbing to the dangers involved in crossing bar harbours in adverse conditions.

[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.]

On Sunday, 9 July 1995 at about 1825 hours the Long-line Fishing Vessel "Salania 876405" suffered a fire in the engine room while en-route from Milford Sound to Nelson. All four crew members escaped unharmed into a liferaft. The vessel burned to the water line and sank. Safety issues identified included fire fighting and survival training for fishing vessel crews. The cause of the fire could not be conclusively identified.

On Sunday, 2 July 1995 at 1308 hours a loss of runway separation occurred at Wellington Airport, where a Boeing 737 landed before a HS 748 had become airborne from the runway ahead. It was recommended that controllers apply conservative judgement; that CAA develop educational material on go-around procedures; that ACNZ review the use of language in MATS.

At approximately 0922 hours on Friday 9 June 1995 a de Havilland DHC-8 aircraft, ZK-NEY, collided with the terrain some 16 km east of Palmerston North Aerodrome while carrying out an instrument approach. One crew member and three passengers lost their lives and two crew members and 12 passengers were seriously injured in the accident.

At approximately 1100 hours on Wednesday 7 June 1995 a Fletcher FU24A-954, ZK-EMU, collided with the face of a hill during a sowing run and caught fire. The aircraft was destroyed, and the pilot lost his life in the accident. Pilot incapacitation was the probable cause of this accident. The incapacitation was sufficient to cause loss of situational awareness and loss of aircraft control at a critical phase of flight. No safety issues were identified as a result of this investigation.

On Tuesday, 6 June 1995 at 1415 hours the pilot was carrying out a snow landing in ZK-HDI in the course of a scenic flight. The right skid began to drop as the pilot settled the helicopter onto the snow so he lifted off and repositioned to a seemingly flatter area 10 to 15 m away. The helicopter tilted to the right again during the second landing, and as the pilot attempted to retrieve the situation the helicopter rolled rapidly onto its right side. The causal factors in this accident were the difficulty of assessing snow conditions accurately and "dynamic rollover".