318:, and was streamed live on the Ministry of Justice website. A Fletcher test pilot and an engineer provided expert testimony at the inquest that raised doubts about the conclusions reached in the TAIC's final report. The coroner's final report, released in May 2013, was critical of the way that the investigation had been conducted by the TAIC, and challenged the conclusions reached in the commission's final report. The investigators had ordered the wreckage of the aircraft to be buried only three days after the accident, which prevented any further investigation into possible mechanical failures or inadvertent pilot errors that may have led to or contributed to the crash. The coroner's report felt that it was unlikely that there was any load shift in the aircraft, and that although weight and balance issues may have contributed to the accident, it was likely that some other unknown factor caused the crash.
329:
report televised on TV3 on March 26, 2014, the program cast serious doubts on the investigation that had been performed by the TAIC. Among other flaws, the reporting was critical of the fact that the wreckage of the aircraft had been buried on the orders of the TAIC before key components, including the control stick and cables, could be examined by investigators. The private forensic engineer said, “I would think on the evidence we have available, that a control system failure of some sort is likely". After the reports, members of the New
Zealand aviation industry and relatives of the victims raised concerns about the TAIC's findings. In April, in response to the media reports, the TAIC announced that it would take a second look at its investigation into the crash. It said that it would involve several consultants, including a
307:(TAIC) investigated the accident. In an interim report released in November 2010, the investigators found that the aircraft was five kilograms overweight, and that the seating arrangement of the passengers in the aircraft negatively affected its centre of gravity. The TAIC investigators also noted that the passengers were not secured with restraints and that further examination was needed to determine whether that was an additional factor in the crash. Because each passenger had not been individually weighed, an estimate of the total weight of the passengers, weight, and fuel was used in the commission's calculations. The interim report did not contain any analysis, or conclusions, and noted that the findings, analysis, and conclusions of the final report may differ.
311:
airspeed to prevent an uncontrollable pitch up. It also said that the extreme pitch angle made it improbable that the unrestrained sky divers could have prevented themselves from sliding back to the tail of the aircraft, increasing the weight balance issues. It pointed out flaws in the management of the conversion of the aircraft for skydiving purposes, and documentation errors had not been noticed by the CAA, which approved the modifications. The commission assigned the blame for the crash to the pilot, the company that operated the plane, the firm that modified the aircraft into a skydiving configuration, and the Civil
Aviation Authority.
36:
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It announced that additional funding had been sought for the
Commission to enable the hiring of additional investigators, and that at least two investigators would be deployed when investigating future accidents. It also announced changes in its investigative policy, including the removal of all evidence from an accident site and securing it during the duration of the investigation, the greater use of external experts, increased transparency, and increased training of investigators. MP
295:(AD), applicable to all FU-24s engaged in parachuting operations. The AD limits the number of people that can be carried in the rear of the aircraft; and requires accurate determination of passenger weights and of the CofG. In February 2011, the company that manufactured the aircraft released statements critical of the practice of putting larger, more powerful engines in its aircraft, stating that the change could have been a factor in the Fox Glacier and other fatal accidents.
241:
commission that investigated the accident reviewed the circumstances and findings of the original investigation, and released an amended report that acknowledged that the true cause of the crash could not be determined, in part due to mishandling of the original investigation. As a result, new policies were implemented to improve the quality, transparency, and expertise of air accident investigations in New
Zealand.
336:
In 2015, an independent review of the commission's investigation and report found that the conclusions reached by the TAIC were "probably wrong". It said that because the wreckage of the aircraft had been buried shortly after the accident, the ability to find the true cause of the crash was limited.
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series became interested in profiling the story. Enlisting the help of a private forensic engineer and air accident investigator, the television investigators dug up the wreckage of the aircraft that had been buried shortly after the accident, and conducted flight tests in a similar aircraft. In a
341:
said the report revealed "appalling incompetence" on the part of the TAIC, saying, "This is unbelievable mickey-mouse conduct by an agency that's charged with investigating some of our most serious transport accidents". The head commissioner of the TAIC said that an apology to the families of the
310:
The TAIC released its final report in May 2012. The report concluded that "The most likely reason for the crash was the aeroplane being excessively out of balance created a tendency for the nose to pitch up". It also stated that the aircraft probably became airborne too early and at too low an
253:
Eyewitnesses reported the aircraft's take-off roll appeared to be normal, but after lifting off the ground it continued pitching upwards until it was almost vertical. At around 350 feet, the aircraft rolled to the left so the nose was pointing down, and dived towards the ground. The aircraft was
240:
being located beyond its rear limit, leading to loss of control immediately after lift-off. After the report was released, additional inquiries identified problems with the way that the accident investigation had been conducted, leading to public criticism. Responding to the public pressure, the
249:
The pilot had already completed nine parachuting operations that day, before stopping for lunch. At 1:20pm (local time, UTC+12), after the aircraft was refuelled with about 160 litres of fuel, the pilot and passengers – four skydiving instructors and four tourists – boarded the aircraft.
353:
In
October 2015, the TAIC revised the final report, concluding, " considered various adverse factors that might have been present singly or in combination, but could not determine the cause of the excessive pitch-up at take-off that preceded the steep climb and the subsequent stall."
257:
The pilot and three of the instructors were New
Zealanders; the other instructor and one of the tourists were Australian; the other three tourists were an Irishman, an Englishman and a German woman. It was the worst aircraft crash in New Zealand in 17 years.
342:
victims would not be necessary, although some of the families disagreed, saying "We were totally expecting an apology. When we heard her come out yesterday and say very little has changed and they won't be apologising at all, it just stinks of arrogance." A
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turboprop engine. After being purchased by
Skydive New Zealand in early 2010, the aircraft was further modified to carry out parachuting operations and re-entered service in this configuration in July, two months before the accident.
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756:"Fox Glacier Air Accident 2010: A technical critique of the investigation report written by the New Zealand Transport Accident Investigation Commission (TAIC) with guidance for reopening its investigation"
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spokesperson said, "The commission probably owes the family a serious apology and, if they are unwilling to issue that apology, I definitely think that the minister should be pulling them up."
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Final Report, Aviation inquiry 10-009, Walter
Fletcher FU24, ZK-EUF loss of control on take-off and impact with terrain, Fox Glacier aerodrome, South Westland, 4 September 2010
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observed to be pulling out of the dive, but impacted with the ground at 1:25pm at an almost vertical angle and burst into flames, killing all nine on board.
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455:"Interim Factual Report 10-009 – Walter Fletcher FU24, ZK-EUF, loss of control on take-off, Fox Glacier, South Westland, 4 September 2010"
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spokesman said the incident was embarrassing for New
Zealand and could affect its reputation as an adventure-tourism destination, and a
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New
Zealand CAA Airworthiness Directive Number DCA/FU24/179 "Parachuting Operations – Limitation and C of G Determination"
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The subsequent investigation concluded that the most significant factor contributing to the accident was the
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955:"Process Review into the conduct of the investigation into the Fox Glacier accident in September 2010"
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In August 2012, a coroner's inquest into the deaths of the occupants of the aircraft was held in
274:. The accident aircraft had been modified in 1998 by replacing the original piston engine with a
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viewing point located 9 kilometres (5.6 mi) to the west of the Fox Glacier township.
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configuration on the accident flight, which resulted in the aircraft's
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A memorial to the nine people who died in the crash is located at the
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After the publication of the coroner's report, investigators from the
985:"Fox Glacier plane crash victim's son backs critical report findings"
861:"Questions over probe into plane crash at New Zealand's Fox Glacier"
361:
21:"Fox Glacier plane crash" redirects here. Not to be confused with
1023:
833:"Investigation casts doubt over Fox Glacier crash findings"
270:, a type manufactured in New Zealand and usually used for
546:"Nine dead as plane crashes in fireball – stuff.co.nz"
44:
adapted for skydiving similar to the accident aircraft
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715:"No Apology for families of sky dive crash victims"
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568:"Victims of New Zealand skydive plane crash named"
927:"'Appalling incompetence' in Fox Glacier inquiry"
631:Johnston, Kirsty; Glass, Amy (11 November 2010).
366:Memorial at Te Kopikopiko o te Waka viewing point
600:"Nine killed in New Zealand's worst plane crash"
514:"Briton killed in New Zealand plane crash named"
449:
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73:Excessive pitch-up during take-off leading to a
1508:Aviation accidents and incidents in New Zealand
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633:"Fox Glacier crash report: plane off balance"
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287:A week after the crash, on 11 September the
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959:Transport Accident Investigation Commission
807:"Fox Glacier crash report brings 'closure'"
805:Moran, Dylan; Satherley, Dan (5 May 2013).
459:Transport Accident Investigation Commission
411:Transport Accident Investigation Commission
305:Transport Accident Investigation Commission
1042:
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485:"Investigation begins into NZ plane crash"
34:
27:
1503:Aviation accidents and incidents in 2010
889:"Fox Glacier plane crash to be reviewed"
773:"Fox Glacier plane crash inquest opens"
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686:"Concerns addressed over fatal flight"
580:from the original on 4 September 2010
526:from the original on 6 September 2010
7:
1518:September 2010 events in New Zealand
655:
653:
420:from the original on 24 January 2019
289:New Zealand Civil Aviation Authority
1386:Transafrik International Flight 662
925:Lagford, Amelia (30 October 2015).
713:Newport, Peter (29 October 2015).
512:Sinclair, Joe (5 September 2010).
461:. 11 November 2010. Archived from
171:Fox Glacier Aerodrome, New Zealand
14:
831:Morrah, Michael (26 March 2014).
384:2015 Fox Glacier helicopter crash
266:The aircraft was a single-engine
23:2015 Fox Glacier helicopter crash
1513:History of the West Coast Region
1396:Transatlantic aircraft bomb plot
1052:Aviation accidents and incidents
217:On 4 September 2010, a modified
1206:Air Service Berlin Douglas C-47
961:. October 2015. Archived from
16:Aeroplane crash in New Zealand
1:
1528:2010 disasters in New Zealand
1376:Tajik National Guard Mil Mi-8
1226:Israeli Air Force CH-53 crash
1096:Ethiopian Airlines Flight 409
754:McGregor, Andrew (May 2014).
669:. Retrieved 13 September 2010
1456:Dagestan Airlines Flight 372
1196:Air India Express Flight 812
1176:Afriqiyah Airways Flight 771
1156:Merpati Nusantara Flight 836
29:2010 Fox Glacier FU-24 crash
1236:Lufthansa Cargo Flight 8460
684:Neal, Tracy (26 May 2014).
1544:
1316:Henan Airlines Flight 8387
1126:United Airlines Flight 663
291:(CAA) issued an emergency
58:4 September 2010
20:
1475:
1466:Tara Air Twin Otter crash
1416:Aero Caribbean Flight 883
1286:Alaskan DHC-3 Turbo Otter
1146:Cathay Pacific Flight 780
1067:
33:
1216:Aéro-Service C-212 crash
1186:Pamir Airways Flight 112
1076:Danube Wings Flight 8230
1346:Fox Glacier FU-24 crash
1116:Aviastar-TU Flight 1906
372:Te Kopikopiko o te Waka
293:airworthiness directive
1326:Filair Let L-410 crash
1256:Alaska USAF C-17 crash
665:5 October 2010 at the
367:
108:43.46083°S 170.01472°E
1436:Tarco Air An-24 crash
1336:UPS Airlines Flight 6
1276:Katekavia Flight 9357
1136:Smolensk air disaster
1106:Austin suicide attack
1086:Taban Air Flight 6437
490:Sydney Morning Herald
365:
227:Fox Glacier Aerodrome
161:Fox Glacier Aerodrome
86:Fox Glacier Aerodrome
1366:Conviasa Flight 2350
1166:AeroUnion Flight 302
897:. AAP. 17 April 2014
576:. 5 September 2010.
113:-43.46083; 170.01472
77:, cause undetermined
1523:2010 in New Zealand
1484:► 2011
1478:2009 ◄
1446:Sun Way Flight 4412
1306:Agni Air Flight 101
1266:Conair CV-580 crash
1016:on the TAIC website
1014:Accident index page
866:News Corp Australia
142:Skydive New Zealand
104: /
30:
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1246:Airblue Flight 202
965:on 22 January 2016
778:New Zealand Herald
605:The Indian Express
548:. 5 September 2010
493:. 5 September 2010
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272:aerial topdressing
234:weight and balance
129:Aircraft type
1490:
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1426:JS Air Flight 201
1356:Alrosa Flight 514
1296:AIRES Flight 8250
991:. 29 October 2015
931:Radio New Zealand
720:Radio New Zealand
344:New Zealand First
333:, in the review.
238:centre of gravity
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869:. 26 March 2014
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1497:Categories
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390:References
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