Human error to blame for Air NZ crash - report

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PARIS - Experts for French prosecutors probing the fatal crash of an Air New Zealand jet in November 2008 have agreed with air safety investigations which partially blame human error.

The experts say responsibility may also lie with two of the three sensors essential for the plane's computerised flying system, but further investigation is needed.

Their report was ordered by public prosecutors probing the crash of the Airbus A320 in which five New Zealanders and two Germans lost their lives off the French town of Perpignan.

The specialists said the plane was flying at too low an altitude to carry out a low speed test, a finding which was separately reached last year by France's air safety board, the Bureau d'Enquetes et Analyses (BEA).

"There was a manoeuvre....at an altitude which was far too low," state prosecutor Jean-Pierre Dreno told the Herald after receiving the report. "Further investigation" is needed with regard to the sensors, he said.

At a press conference in Perpignan, deputy prosecutor Dominique Alzaeri said it could not be ruled out that the 'jamming of the sensors' may connected to cleaning work carried out the day before.

Dreno said no decision had yet been made about any criminal prosecutions as a result of the disaster.

"Lawyers from other parties such as Air New Zealand and other parties involved have been asked to give their points of view," he said. "We are not yet at the stage where we can give an answer to that question."

One of the air safety investigators involved in the crash probe told the Herald that there are many aspects surrounding the crash which need to be examined, including which of the systems were not functioning and the decisions made by the crew. 'It was a test flight checking the low speed alert system at a very low altitude which is not consistent with that type of flight,' he said.

The crash occurred off France's Mediterranean coast at 4:46 pm on November 27 2008. It cost the lives of five New Zealanders and two Germans. They were testing the twin-engine airliner before it was to be handed back to Air New Zealand by XL Airways Germany, a charter company that had leased the craft.

The five New Zealanders were Captain Brian Horrell, 52, from Auckland; engineers Murray White, 37, also from Auckland, Michael Gyles, 49, and Noel Marsh, 35, both from Christchurch; and Jeremy Cook, 58, an airworthiness inspector from Wellington. The German pair were Captain Norbert Kaeppel, 51, and co-pilot Theodor Ketzer, 58, both from the Frankfurt region.

The BEA's preliminary report in February 2009 prompted the introduction of a range of new safety guidelines for non-revenue flights (flights without passengers). The BEA described the critical moments when the plane, flown by two Germans but under the instructions of an Air New Zealand pilot, began a test to assess the plane's recovery from low speed, at an altitude of 3,000 feet (925 metres).

As the speed fell swiftly from 136 knots (238 kph) to 99 knots (173 kph), the craft pitched and rolled violently while an automatic stall warning sounded. Just 96 seconds from the test's start, despite frantic efforts by the German pilot to regain control, the Airbus smashed nose-first into the sea at an angle of 14 degrees at 263 knots (486 kph).

The BEA recommended that prior to such non-revenue flights civil aviation authorities ensure "the qualifications and training of crews" for carrying out such manoeuvres and called for new rules to ensure flight plans and schedules of tests be filed and approved before take off. The report noted that the German crew had not received "any specific training" for the test flight, although the Air New Zealand pilot had undertaken sessions on a training simulator. Many airlines have pilots who are specially trained to conduct test flights after maintenance and are aware of the possible 'glitches' in the plane's operations.

In September 2009 Airbus Industries introduced a new training programme specifically designed to provide additional training for pilots on technical flights.

In January 2009, the A 320's makers, Airbus, issued a safety recommendation to its entire roster of 218 customers. It warned them not to obscure the sensors during paintwork and reminded them that test flights should be conducted safely and low-speed manoeuvres should not be conducted at low height.

Dreno's remarks come a day after a meeting in Perpignan for the parties involved in the tragedy. Among those present were the two judge d'instruction, Perpignan prosecutor Jean-Pierre Dreno, Air New Zealand chief executive Rob Fyfe and the general manager airline operations and safety, Captain David Morgan.

The BEA's final report into the crash is expected to be issued later this year after being reviewed by all interested parties.