Fletcher FU-24

The pilot, sole on board, was completing a spraying mission on a palm tree plantation located in the region of Desa Lereh, Papua. After he completed 10 sorties, the pilot returned to Desa Lereh Aerodrome where the aircraft was filled with 1,300 kilos of fertilizers. After takeoff, the pilot made a turn to the left when the left wing impacted trees and the aircraft crashed 4 km from the airfield. The aircraft was destroyed and the pilot was killed.

On the afternoon of Friday 9 November 2007, the pilot of ZK-EGV, a specialised agricultural aeroplane powered by a turbine engine, began a task to sow 80 tonnes of superphosphate over a farm situated in low hills 5 km south of Opotiki township and 4 km from the Opotiki aerodrome. The pilot was familiar with the farm’s airstrip where he loaded the product, and with the farm. After 6 or 7 loads, the wind was too strong for top-dressing, so the pilot and loader-driver flew back to their base at the Whakatane aerodrome, about 40 km away. At Whakatane, the aeroplane’s fuel tanks were filled. Later that day, the pilot replaced the display for the aeroplane’s precision sowing guidance system, which had a software fault. The next morning, 10 November 2007, the pilot bicycled about 6 km from his house to the Whakatane aerodrome. The loader-driver said that the pilot looked “pretty tired” from the effort when he arrived at the aerodrome at about 0545. After the aeroplane had been started using its internal batteries, the pilot and loader-driver flew to complete a task at a farm west of Whakatane. The pilot’s notebook recorded that he began the task at 0610 and took 45 loads to spread the remaining 68 tonnes of product, an average load of 1511 kilograms (kg). The loader-driver said that the pilot had determined about 2 months earlier that the scales on the loader used at that airstrip were “weighing light” by about 200 kg, so the loader-driver allowed for that difference. After that task, the pilot and loader-driver flew back to the farm south of Opotiki where they had been the previous afternoon. A different loader at that airstrip had accurate scales, and the loader-driver said that he loaded 1500 kg each time, as requested by the pilot. The fertiliser that remained in the farm airstrip storage bin after the accident was found to be dry and free flowing. The sowing task at this farm began at 1010 and the pilot stopped after every hour to uplift 180 litres (L) of fuel, which weighed 144 kg. During the last refuel stop, between 1226 and 1245, he had a snack and a drink. Sowing recommenced at 1245 with about 3 minutes between each load, the last load being put on at about 1316. The loader-driver said the wind at the airstrip was light and the pilot did not report any problem with the aeroplane. After the last refuel, the top-dressing had been mostly out of sight of the loader-driver. When the aeroplane did not return when expected for the next load, the loader driver tried 3 or 4 times to call the cellphone installed in the aeroplane. This was unsuccessful, so at 1338 he followed the operator’s emergency procedure and called 111 to report that the aeroplane was overdue. Telephone records showed that on 10 November 2007 the aeroplane cellphone had been connected for a total of more than 90 minutes on 14 voice calls, and had been used to send or receive 10 text messages. Correlation of the call times with the job details recorded by the pilot suggested he sent most of his messages while the aeroplane was on the ground. Nearly all of the calls and messages involved a female work colleague who was a friend. The pilot initiated most calls by sending a message, but each time that the signal was lost during a call, the friend would stop the call and immediately re-dial the aeroplane phone; so, in some cases, consecutive connections were parts of one long conversation. The longest session exceeded 35 minutes. The nature of the calls could not be determined, but the friend claimed the content of the last phone call was not acrimonious or likely to have agitated the pilot. The friend advised that the pilot had said he often made the phone calls to help himself stay alert. At 1153, in a phone call to his home, the pilot indicated that the job was going well and he might be home by about 1400. In one call to the friend, the pilot said that he was a bit tired and that he hoped the wind would increase enough that afternoon to force him to cancel the next job. At 1308:45, the friend called the aeroplane phone and talked with the pilot until the call was disconnected at 1320:14. The friend said that while the pilot had been talking, the volume of his voice decreased slightly then there was a “static” sound. Apart from the reduced volume, the pilot’s voice had sounded normal and he had not suggested anything untoward regarding the job or the aeroplane. The friend immediately called back, but got the answerphone message from the aeroplane phone. Two further attempts to contact the pilot were unsuccessful, but the friend did not consider that anything untoward might have happened. An orchardist who was working approximately 3 km from the farm being top-dressed had heard an aeroplane flying nearby for some hours before he heard a loud sound that led him to fear that there had been an accident. He noted that the time was 1320 and immediately began to search the surrounding area. After the loader-driver’s emergency call, the Police organised an aerial search, which found the wreckage of the aeroplane at 1435 on the edge of a grove of native trees, approximately 600 metres (m) northwest of the area being top-dressed. The pilot had been killed. His body was not removed until 26 hours after the accident, because of a Police concern not to disturb the wreckage until aviation accident investigators were present. The CAA began an investigation that day into the accident and the Commission sent an investigator to help determine whether there were any similarities with another Fletcher accident that the Commission was then investigating. On 19 November 2007, because of potential issues that concerned regulatory oversight, the Commission started its own inquiry.

On 5 October 2007, a Fletcher FU24-950M aircraft operated by PT. Sinar Mas Super Air, registered PK-PNZ was conducting aerial agriculture spraying activities at palm plantations of Rokan Estate, Pekanbaru, Riau. The aerial agriculture spraying divided into two sessions. Session #1 was in the morning at 23:35 UTC (06:35 LT) and conducted 27 cycles for about 3 hours flight. Session #1 was in the afternoon after daybreak at 05:00 UTC and conducted 28 cycles. The session #1 was carried out with normal and safely. One Pilot was on-board in the aircraft. The session #2, the aircraft was take-off at 05:00 using runway 18. After take-off, the pilot turned to the left to the fertilization area. The fertilization area was on the left of the runway. The pilot informed while the aircraft turned to the left, he felt the strong wind from the right. Then the aircraft was descending and the left wing hit the palm tree. After losing the wing tip, the aircraft difficult to control and crashed into the palm trees on the left runway for about 238 meters from the end of runway 18. The aircraft was substantial damaged. The pilot suffered minor injured. The weather of that day was clear and wind speed around 6 – 10 knots.

On Friday 31 March 2006 the pilot intended to carry out topdressing on properties near a steep hill range nine kilometres to the south-west of Kaitaia. The day’s activities commenced at approximately 0600 hours when the pilot and loaderdriver met at Kaitaia aerodrome. The pilot and loader-driver flew in the aircraft from the aerodrome to a farm airstrip located on the back of a hill range near the Pukepoto Quarry where the fertiliser-loading truck had been parked overnight. The topdressing operation began in the morning with spreading approximately 25 tonnes of superphosphate on nearby farmland which was stored in the fertiliser bins next to the airstrip. As the last of the superphosphate was being spread, a consignment of fresh lime was delivered by a trucking contractor. The topdressing operation continued with the spreading of the lime on another property near the base of the hill range, about three kilometres from the airstrip. At around 1000 hours, while waiting on another delivery of lime by the trucking contractor, the pilot and loader-driver flew in the aircraft to another airstrip about 20 km to the south-east near Broadwood. They repositioned a fertiliser-loading truck located at this airstrip to another airstrip near Pawarenga, in anticipation of the next day’s topdressing. The pilot and loader-driver then flew back to the original farm airstrip near the Pukepoto Quarry, arriving at approximately 1100 hours. At about this time the pilot received a cell phone call from his supervising Chief Pilot. During the conversation he asked the Chief Pilot for his advice about the best direction for spreading lime on the land that he was currently working on. The pilot also commented about how the lime was ‘hanging up’ and not flowing easily from the aircraft’s hopper. The Chief Pilot cautioned the pilot about the poor flow properties of new lime and advised him to spread the lime in line with the hill range, not up the slope. The topdressing operation then resumed until all the lime in the fertiliser bin had been used. The pilot and loader-driver then stopped for lunch during which time the aircraft was refuelled and another truckload of lime was delivered. The pilot had commented to the loader-driver during lunch that the lime was still hanging up in the aircraft’s hopper. He was finding that he needed to complete about two passes to clear the entire load from the hopper. Just before starting the afternoon’s topdressing flights, the pilot had a conversation on his cell phone with a bank manager in Auckland. The conversation concerned the financial position of his topdressing business. The loader-driver reported that the pilot became very agitated during the conversation, but appeared to calm down prior to beginning the afternoon’s flying. The farm-owner observed the aircraft on its first flight of the afternoon as it completed the first two passes. He was aware that the aircraft had flown further away after these two passes and assumed the aircraft was returning to the airstrip for a second load of lime. He did not notice anything abnormal about the aircraft. Other witnesses reported that the aircraft flew parallel with a plantation of 30-40 metre high trees towards the rising hill range. The closest eye witness reported seeing what appeared to be fertiliser dropping from the aircraft as it flew along the tree line up the slope. The dropping of the fertiliser then stopped at which point the aircraft was seen entering a steep right hand turn away from the slope whilst descending towards the ground. The aircraft disappeared in to tall bush on the hillside and witnesses heard the aircraft impact the ground. A large smoke-like cloud was then seen rising up through the bush. On hearing the impact, the farm-owner and a local share-milker from a nearby farm searched the hillside for the aircraft. The aircraft was obscured by the tall bush and was initially difficult to locate. The share-milker made his way down the hillside through the bush to the aircraft. He quickly realised that the pilot was deceased. The farmer-owner went to alert the emergency services, however another property owner who had heard the aircraft strike the ground and seen the smoke had already telephoned the New Zealand Police. The accident occurred in daylight, at approximately 1345 hours NZDT, 9 km south-west of Kaitaia at an elevation of 880 feet AMSL. Latitude: S 35° 10' 26.1", longitude: E 173° 11' 29.4"; grid reference: NZMS 260 N05 283698.

On 21 November 2005, the day before the accident, the pilot had completed a day of aerial topdressing in ZK-DZG, a New Zealand Aerospace Industries Fletcher FU24-950, then flown the aircraft with his loader-driver as a passenger to Whangarei Aerodrome. That evening the pilot contacted his operator’s (the company’s) chief engineer in Hamilton and said that the airspeed indicator in ZK-DZG was stuck on 80 knots. The chief engineer told him the pitot-static line for the indicator was probably blocked and to have a local aircraft engineer blow out the line. Early the next morning, the day of the accident, the pilot flew ZK-DZG with his loader-driver on board to an airstrip 50 km north-west of Whangarei to spread fertiliser on a farm property. As the morning progressed, the weather conditions became unsuitable for aerial topdressing. At about 1020, the pilot used his mobile telephone to talk to another company pilot at Kerikeri, and told him that the wind was too strong for further work. The conversation included general work-related issues and ended about 1045, with the pilot saying that he was shortly going to return to Whangarei and go to his motel. Before leaving for Whangarei, the pilot spoke with a truck driver who had delivered fertiliser to the airstrip about 1100. The driver commented later that the pilot said the wind had picked up enough to preclude further topdressing. After they had covered the fertiliser, the pilot told the driver that he and the loader-driver would fly to Whangarei. The driver did not recall anything untoward, except that the pilot had casually mentioned there was some electrical fault causing an amber light in the cockpit to flicker and that it would only be a problem if a second light came on. He said the pilot did not appear to be concerned about the light. The driver then left and did not see the aircraft depart. The pilot used his mobile telephone to tell an aircraft engineer at Whangarei Aerodrome about the airspeed indicator problem and asked him if he could have a look at it and blow out the pitot-static system. The engineer believed the call was made from the ground at about 1130, but he could not be certain of the time. The engineer agreed to rectify the problem and the pilot said he would arrive at the Aerodrome about noon. The engineer said he did not know that the pilot had spent the previous night in Whangarei or that the aircraft had been parked at the Aerodrome overnight. ZK-DZG was equipped with a global positioning system (GPS) and its navigation data was downloaded for analysis. From the data it was established that the aircraft departed from the airstrip at 1131 and flew for about 39 km on a track slightly right of the direct track to Whangarei Aerodrome, before altering heading direct to the aerodrome and Pukenui Forest located 5 km west of Whangarei city. A witness who had some aeroplane pilot flying experience, and was on a property close to the track of ZK-DZG, said he saw the aircraft fly past shortly after about 1130 at an estimated height of 500 feet. He watched it fly in the direction of Pukenui Forest for about 40 seconds before turning his head away. A short time later he turned again to look at the aircraft, which by then was just above the horizon about 2 ridges away. He said there was a strong, constant wind blowing from the right (south) of the aircraft, which appeared to be drifting sideways and rocking its wings. He then saw the aircraft enter a steep descending turn that seemed to tighten before it disappeared from view. He estimated it to have turned about 270 degrees. Another witness near the aircraft track and accident site reported seeing the aircraft at about 1140 flying just above the tree line and thought it might have been “dusting” the forest. The aircraft then turned and disappeared behind some trees. Other witnesses who heard or saw the aircraft described the weather as squally throughout the morning with strong winds from the south, and said that near the time of the accident there was no rain. The witnesses noticed nothing untoward with the aircraft itself, and at the time none was concerned that the aircraft may have been involved in an accident. The local aircraft engineer said he was not concerned when ZK-DZG did not arrive at Whangarei, because from his experience it was not unusual for agricultural pilots to change their plans at the last minute and to not inform the engineers. He described his conversation with the pilot as being casual and said the pilot did not mention that he was finishing topdressing for the day because of the weather. He thought the pilot was just trying to fit in the maintenance work and that his plans had changed. The pilot had not asked him to provide any search and rescue watch, nor did the engineer expect him to because he could not recall any pilot having asked him to do so. There was no evidence that the pilot made any radio calls during the flight. The frequency to which the radio was selected and its serviceability could not be determined because of the accident damage. At about 2200 a member of the pilot’s family contacted the emergency services when she became concerned that there had been no contact from the pilot. An extensive aerial search began at first light the next morning, and at about 1120 the wreckage of ZK-DZG was located about 50 metres (m) below a ridge in a heavily wooded area of Pukenui Forest, at an elevation of 920 feet above sea level. Both occupants were fatally injured.

On the morning of 19 December 2003, the pilot began work about 0630 hours, flying from Te Kuiti aerodrome to an agricultural airstrip about eight nautical miles to the west. At that strip he completed a 150 tonne lime contract that had been started by two other aircraft the day before. Refuelling of the aircraft was completed approximately every hour, and the pilot stopped for a break with about four loads remaining. At 1400 hours, with the job completed, he flew to the strip from which he operated until the time of the accident. On arrival at this strip, the pilot completed a reconnaissance flight with the pilot of ZK-EMW, discussed their sowing plan, and agreed on a 1.1 tonne load with the loader driver. Take-offs were made to the south-west, landings in the opposite direction. The loader driver reported that the job was going smoothly, and that the pilot seemed in good spirits, at one stage miming wiping his brow, which the loader driver took to be a comment on the heat of the day. During this time, a third company aircraft, ZK-JAL, arrived at the strip and shut down, as the loader driver was able to handle only two aircraft at a time. The pilot of ZK-JAL flew a briefing sortie with the pilot of ZK-BXZ prior to the planned departure of ZK-BXZ. After each take-off, ZK-BXZ would turn left on to a downwind leg and then cross over the top (loading) end of the strip on the way to the sowing area. ZK-BXZ was working inward from the eastern boundary of the property, and ZK-EMW from the western boundary. While topdressing was in progress, fresh lime was being trucked to the strip and placed in the large fertilizer bin from which the loader was replenishing the aircraft. The lime was received directly from the processing plant, and was dry and free-flowing. As each load arrived, the farmer would mix a cobalt supplement with it in the bin. One of the truck drivers, who himself held a Commercial Pilot Licence (Aeroplane), took several photographs of the aircraft landing and taking off. One photograph showed ZK-BXZ leaving the end of the strip on probably its penultimate take-off, with ZK-EMW on final approach on the reciprocal heading. On this occasion ZK-EMW passed over ZK-BXZ just after the latter became airborne. The next photograph showed ZK-BXZ approximately two thirds of the way down the strip, with 20° of flap set on its final take-off, with dirt being thrown up by the wheels as it hit the soft spots in the strip. The driver did not watch the take-off beyond this point. The pilot of ZK-EMW initially reported that on his landing approach, he flew over ZK-BXZ while it was still on its take-off run. He later disputed this and claimed that ZK-BXZ had just become airborne when it disappeared from view under his right wing. In any event, ZK-BXZ only flew approximately 170 metres, so the proximity of these two aircraft was very close if ZK-BXZ was already airborne at this point in time. The close proximity of the two aircraft is significant as it is possible that ZKBXZ, being the lower of the two aircraft, may have encountered wake turbulence from ZK-EMW. All aircraft produce wake turbulence as a by-product of generating lift from their wings, the intensity varying with the aircraft’s speed, weight and configuration. The weather conditions, as discussed in the article appended to this report, were favourable for ZK-BXZ to encounter the wake vortices from the aircraft passing above. The first indication of the accident was a loud bang heard by the farmer – he was in the bin mixing in the cobalt supplement, and initially thought he had heard a truck tailgate slamming. Looking towards the end of the strip, he saw a plume of smoke and immediately went by motorcycle to investigate. On arrival at the scene, he found the aeroplane well ablaze, and was unable to get close because of the heat. As the accident occurred, a fourth company aircraft, ZK-EGV, arrived at the strip. The pilot did not see the actual impact, but flew over the burning wreckage on approach. As soon as he landed he went by foot to the accident site, as he had arrived too late to join those that had gone on board the loading vehicle. The loader driver used his fire extinguisher to quell the flames, but could do nothing to assist the pilot. After the extinguisher ran out, the fire flared up again, and all those present could do was to await the arrival of the Fire Service. The accident occurred in daylight, at approximately 1500 hours NZDT, at Mairoa, 10 nm south-west of Te Kuiti aerodrome, at an elevation of 1150 ft. Latitude: S 38° 22.9', longitude: E 174° 57.0'; grid reference: 260-R16-806117.

Crashed during bad weather. Andrew Wilde was flying and George Muir was a passenger. While enroute from Motu - Opotiki the gully became un-negotiable, so Andrew decided to return to Motu by flying a reciprocal course low level, depicted by arrows on his hand held marine GPS. During the return trip to Motahora up the Otara river valley, he found that the cloud base had lowered even further than when he entered the valley 6 minutes prior & he became fully reliant on that little GPS. The GPS became our enemy & lured Andrew into the cloud base, which ended our flight abruptly.
Testimony from George Muir, loader driver and passenger during this flight.

The pilot had arranged to topdress properties for three clients, one of whom had three separate blocks to be treated. He departed from Stratford Aerodrome at 0653 hours in ZK-LTF for the first airstrip, located some 7 km to the north-east. After an initial reconnaissance flight, he began topdressing at 0722, and finished this block at 1034 hours. Via brief landings at Stratford and another airstrip 11 km to the north, he positioned the aircraft to a strip near Huiroa. The remainder of the day’s work was carried out from this strip. Four blocks were treated from this location: the first was 8 km to the north-west of the strip, the second immediately to the north, the third some 3 km west and the last 4.5 km to the south, adjacent to the Strathmore Saddle. A reconnaissance of the fourth block was flown at 1518, but actual spreading on this property was not commenced until 1755 hours. Two loads of urea were spread on the fourth block between 1755 and 1812 hours, with a 12-minute pause until the final take-off at 1824. During this break, the last of the urea was loaded, the fertiliser bins secured and the loading vehicle parked. It is not known if the aircraft was refuelled at this time. The loader driver boarded the aircraft after completing his duties, the apparent intention being to accompany the pilot back to Stratford on completion of the last drop. On arrival over the property at 1825, the pilot performed one run towards the south, made a left reversal turn, spread another swath on a northerly heading, and pulled up to commence another reversal turn to the left. At some time after this pull-up, the aeroplane struck the ground heavily on a south-westerly heading, killing both occupants on impact. Later in the evening, the pilot’s wife reported the aircraft and its occupants overdue, and a ground search was commenced, initially by friends and associates. The wreckage and the bodies of the crew were found about half an hour after midnight. The accident occurred during evening civil twilight, at approximately 1830 hours NZST, adjacent to the Strathmore Saddle, at an elevation of about 530 feet.

About 0900 hours on 24 July 2002, the pilot commenced spraying operations on flat farmland in the Orongo area, some three kilometres to the south-west of Thames Aerodrome. Loading for the operation was carried out at Thames by the pilot’s father, who as an experienced agricultural pilot, was also acting in a supervisory role. The pilot had only recently qualified for spraying, all his previous agricultural experience being topdressing. Spraying was stopped about 1210 hours because of unsuitable wind conditions, and both pilot and loader driver took a break for lunch at the loader driver’s home. Conditions improved after lunch, and spraying was restarted at 1350 hours, the pilot finishing the remaining treatment of the first property. The second property was started at 1420. The long axes of the paddocks on this property were aligned approximately north-west/south-east, and the pilot carried out his spray runs at right angles to the general alignment, progressively covering several paddocks on each run. The beginning of the runs was delineated by a row of about 30 mature trees of various species, over which the pilot had to descend on a south-westerly heading. On completion of the main part of the property, the pilot was left with one paddock on the other side of the trees. At the north-western end of this paddock was a barn and stockyards. On the first run over this paddock, the pilot approached over the barn and made the first spray run to the south-east. He was seen to make a 180-degree reversal turn and align the aircraft with the left (looking north-west) boundary of the paddock, in close proximity to the trees. On this heading, he was flying into the sun and towards the barn. Part -way into this run the left wing outer panel struck a protruding branch and part of the aileron was torn off. Further collisions occurred as the aircraft progressed along the tree line. The aircraft rolled inverted, struck the ground and slid to a halt with the engine still running. The farmer and his partner were driving separately along the nearby road, towards the barn when the accident happened. The farmer continued to the scene while his partner went to a neighbour’s house to alert emergency services. Arriving at the aircraft, the farmer quickly realised that there was nothing he could do for the pilot. The accident occurred in daylight, at approximately 1450 hours NZST, at Orongo, at an elevation of 10 feet. Grid reference: 260-T12-347440; latitude S 37° 10.7', longitude E 175° 31.6'.

The pilot, sole on board, was completing a cargo flight from Karimui to Goroka. While approaching Goroka, the single engine aircraft crashed in unknown circumstances in Kaw Kaw Gap, about 30 km south of Goroka. The pilot was killed.