Fieldair

PAC Cresco 08-600 (08-750)

On 13 June 2001, Cresco ZK-TMO arrived at Te Aroha Station, 25 km west of Gisborne, to carry out topdressing of that property. Before operations started, the property owner briefed the pilot, and two observation flights over the areas to be sown were made. The owner also cautioned the pilot against turning left after take-off from the airstrip. Spreading commenced at 1600 hours, and 14 flights with 1800 kg loads were completed that day. The loader driver reported that no difficulties were experienced during those operations. Spreading recommenced at 0720 hours on 14 June 2001, again with 1800 kg loads, in an area to the left (east) of the airstrip. On the third flight after a refuel later in the morning, the loader driver noticed that the pilot made a partial load jettison after take-off; this resulted in a reduced duration of that sortie. However, on return, the pilot did not indicate to the loader driver that he required a reduced load. About 1145 hours, the aircraft was reloaded and commenced take-off. The loader driver watched about half the take-off roll, then continued preparing for the next load. He did not sight the aircraft again before a pall of black smoke attracted his attention. After making a radio call to the aircraft and hearing no response, the loader driver ran towards the smoke, which was to the left of and below the elevated strip. On reaching the site he found the aircraft inverted in a small stream and burning fiercely. The loader driver could see the pilot inside the aircraft but he and the property owner were unable to reach him because of the intense heat of the fire. The accident occurred in daylight, at approximately 1145 hours NZST, at Te Aroha Station; latitude S 38° 38.0' longitude E 177° 41.8', at an elevation of approximately 770 feet.

Fletcher FU-24

After completing the first run at the heavier weight, the pilot of ZK-EMV indicated to the loader driver that the load be increased by an additional hundredweight after the next run. The pilot of the second aircraft remained at 22 hundredweight, though he had moved his loading point back a short distance to provide additional take-off distance. The second pilot was still encountering “some sink” after take off, coinciding with the raising of flap. On completion of the second run at 22 hundredweight, the pilot of ZK-EMV positioned the aircraft for loading about 25 m to the east of his previous loading point. ZK-EMV was regarded by some personnel in the company to have had slightly better performance than other similar model aircraft. Consequently the increase to 23 hundredweight, while of interest, did not raise any concerns by the loader driver. Despite being unable to observe the departure of ZK-EMV, the loader driver was still able to hear the aircraft’s engine noise and recalled nothing unusual as the aircraft departed after loading. On returning from his run, the pilot of the second aircraft saw ZK-EMV to his lower right, in a steep climb, estimated to be about 45 to 50°. As it continued to climb the aircraft rolled slowly to the left, peaking at a height equivalent to “3 times power pole height”. Objects were seen falling from the aircraft during this time. Once inverted the aircraft descended rapidly, striking the ground. The aircraft hit the ground approximately 350 m from the strip, near where the power lines crossed a bend in the road and a small intersection. The pilot of the second aircraft landed and informed the two loader drivers. Together the group headed for the accident site in the loader truck. While en route a member of the group alerted emergency services by the use of a cellular telephone. The accident was also observed by the driver of a truck who had recently deposited a load of fertiliser in the bin at the airstrip. The driver had stopped the truck on a narrow gravel road below the airstrip to check the tailgate of the trailer. He then heard an aircraft begin its take-off run and decided to stay and watch the departure as the aircraft would fly over the road close to where the truck was parked. The driver saw ZK-EMV leave the end of the strip and “sag down a long way”, appearing to “drop like a stone”. The aircraft was observed to be in a high nose or climbing attitude as it continued to descend in a slight left turn towards a fence next to the road. The aircraft was then seen to strike the fence and balloon up, dropping fertiliser as it climbed. The aircraft then rolled left and descended in the direction of the truck driver, who quickly sought cover underneath the trailer. The aircraft struck the ground in a paddock next to the road, stopping about 5 m from the truck. With 15 years of working near agricultural aircraft, the truck driver considered himself to be familiar with their operations. The driver observed no items falling from the aircraft before it struck the fence, or anything hit the aircraft. He considered the engine to be at “full song” or maximum power the whole time and heard no change in pitch or beat. After the accident the truck driver went quickly to the upturned aircraft and attempted unsuccessfully to locate the pilot. The driver then headed for the airstrip in the truck, meeting the loader drivers and second pilot on their way to the aircraft. On reaching ZK-EMV the bucket on the loader was used to lift the aircraft to gain access to the cockpit. However, no assistance could be given to the pilot who had died on impact.

Fletcher FU-24

The pilot was completing spraying mission in the region of Rongoio Station, about 18 nm north of Wairoa. In flight, control was lost and the aircraft crashed, bursting into flames. The pilot, sole on board, was killed.

Fletcher FU-24

Shortly after takeoff from a field located in Lake Grassmere, while completing the 8th sortie of the morning, the pilot lost control of the airplane that crashed on hilly terrain. The aircraft was destroyed and the pilot was killed.

Fletcher FU-24

An aerial topdressing operation was being undertaken from a sloping airstrip located on a headland near Matakana. The fertilizer to be applied was granulated superphosphate totaling 60 tonnes. The aircraft arrived at the airstrip and while waiting for the loader to arrive the pilot walked the length of the runway, then requested that the farmer cut down some saplings at the end of the strip that might obstruct his climb out path. Upon arrival of the loader the pilot instructed the driver to place 18 hundredweight (cwt) or 915 kgs of fertilizer in the aircraft. This was done, along with the addition of some fuel, and the first flight of the operation commenced. The driver did not observe the take off but while reloading his vehicle at the bin noticed a cloud of fertilizer dust off the end of the strip, indicating that the pilot had jettisoned the load. A few minutes later the driver sighted the aircraft briefly through a gap in the trees. It was flying, apparently normally, at about sowing height and on a reciprocal course to the take off direction. A faint trail of fertilizer was coming from the hopper. The plane then disappeared behind some trees and the driver did not see it again. Just after losing sight of the aircraft he saw what seemed to be a piece of red paper fluttering to the ground. When the aircraft failed to land a search was made and the wreckage of ZK-CBI was found in dense scrub about 350 metres to the left of the departure end of the airstrip. The pilot, sole on board, was killed. The investigator found that the pilot had initiated jettisoning the load 36 metres before the boundary fence. It was not clear whether the plane was still on the ground or was airborne at a low speed when a collision with the concrete post and wire fence occurred. Two posts had almost completely severed both halves of the " all flying " tailplane or stabilator. The outboard left hand section was retained by the trim tab only. The outboard part of the right hand side of the stabilator later detached and was found 150 metres from the crash site. With this degree of damage to the tailplane horizontal control must have been difficult, but the pilot was able to clear a low ridge ahead and fly out over a large basin where a 180 degree turn was completed in order to land back on the airstrip. Before the approach could be completed however, the outer part of the RH side of the stabilator separated and the aircraft dived steeply to the ground. The aircraft was destroyed by the severe impact. Fire did not break out. This was not a survivable crash.

Fletcher FU-24

The aircraft was engaged in an aerial topdressing operation on a farm near Matamata, sowing a mixture of superphosphate and lime along with some other ingredients. After about two hours of normal operations a break was taken while the farm fertilizer bin was replenished from a truck. This was taken as an opportunity to refuel the aircraft. After the truck had departed the aircraft was loaded with 22 hundredweight ( cwt ) of fertilizer mixture and the 14th flight of the day was commenced. The loader driver lost sight of the plane after it took off and was reloading for the next sortie when he noticed that the fertilizer truck had stopped halfway down the farm road. The truck driver came running back to say that the plane had crashed. The aircraft was found on the side of a gully about 250 metres from the end of the airstrip. It was completely wrecked but there was no fire. This was not a survivable accident. The pilot was killed instantly. Evidence showed that the plane had failed to attain takeoff speed and had lifted off briefly then settled back, striking the rear fuselage heavily against the ground and then running through the fence at the end of the strip in a nose high attitude. It became airborne again colliding with a tree while in a 90-degree bank to the right and dived steeply into the gully. The weather was partly cloudy with a northerly wind of 3 to 5 knots. The visibility was good. Weather does not seem to be a factor.

Fletcher FU-24

Crashed in unknown circumstances in a field located few km north of Carterton while completing a local crop spraying mission. The pilot, sole on board, was killed.

De Havilland DHC-2 Beaver

While completing a crop spraying flight, the pilot was forced to attempt an emergency landing for unknown reasons. The single engine airplane landed hard, went out of control and came to rest. The pilot, sole on board, escaped uninjured while the aircraft was damaged beyond repair.

De Havilland DHC-2 Beaver

Shortly after takeoff, the single engine airplane entered a right turn, struck trees and crashed. The pilot, sole on board, was killed.

De Havilland DHC-2 Beaver

After completing a topdressing mission in the Te Karaka area, the pilot was flying back to his base in Gisborne. En route, the single engine airplane turn steeply to the right then entered a dive and crashed by a wooded area. The aircraft was totally destroyed and the pilot, sole on board, was killed.

De Havilland DHC-2 Beaver

The crew was involved in a local test flight after the airplane has been rebuilt following another accident. After takeoff, the airplane went out of control and crashed by the runway. Both occupants were seriously injured and the aircraft was destroyed.

De Havilland DHC-2 Beaver

Crashed in unknown circumstances while completing a local top dressing mission. The pilot was injured and the aircraft was destroyed.

De Havilland DHC-2 Beaver

Shortly after takeoff from Tiraumea (47 km northeast of Masterton) on a local topdressing flight, the aircraft suffered an engine failure, stalled and crashed. The pilot was uninjured while the aircraft was written off.

De Havilland DHC-2 Beaver

The tailwheel broke off while the airplane was taking off from Mauriceville. It went out of control and crashed. The pilot was injured and the airplane was written off.

Lockheed 18 LodeStar

Lodestar ZK-BMC was operating several topdressing sorties in the area of Bideford. On the morning of October 20, the plane departed at 05:15 on the first sortie of the day. The operation proceeded normally, each flight taking 17 to 18 minutes to complete. At 06:40 hours it was apparent that a front was approaching from the south. The pilot decided to carry out one more flight and departed Masterton at 07:00. The aircraft struck a hill 1,350 feet (410 m) amsl, 8 feet below the crest in drizzle and poor visibility. Both pilots were killed.