To this day, the Mt Erebus Crash is New Zealand’s worst aviation disaster to occur, with both the controversy and the political disasters largely contributing to the disasters significance.
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Memorials:
The 10-year anniversary of the accident in 1989, NZALPA President Peter Hensby-Bennett announced the creation of a trophy called “NZALPA Aviation Safety Trophy”, which was a memorial trophy and was to be awarded for significant contributions to aviation safety or exceptional behaviour in the face of emergency, generally either bravery or courage. The trophy (since renamed “Jim Collins Trophy”) was remodelled by the Collins family, and Collins eldest daughter presented the award in 1991 and said “As a conscientious pilot, Captain Jim Collins was always concerned with the absolute safety of his aircraft, passengers and crew and the maintenance of their well-being. As a family, we feel that our father and husband would wish that anyone who made a significant contribution to aircraft and aviation safety should be encouraged and shown the recognition that they deserve”. Twelve years following the disaster, on the 28th of November 1991, Captain A. Gordon Vette was awarded the trophy, after he made a significant difference in the research and discovery of the “white out phenomenon” which largely contributed to one of the causes of the accident, and used in court as one of Mahon’s defences. This was significant as they were acknowledging the white out phenomenon, as many had not experienced this first hand, and had doubts about the phenomenon being one of the main reasons for the accident, however this symbolised an acceptance in the theory and contributed to Mahon’s case in court. He was also a prime mover towards the discovery in the “deeper malaise” which affected the air transportation industry that allowed the Erebus tragedy to occur. He founded the Captain A.G. Vette Flight Safety Research Fund, which developed a “forward facing Ground Proximity Warning System, which could have possibly prevented the accident to occur if it existed. Up until March 2009 there was no “controlled “flight into terrain” accidents to any aircraft that was fitted with this safety device. The lessons that they learnt from the accident led to continuous development following the disaster, and have majorly contributed to air safety that exists today which ensured that the accident would not repeat itself in the future.
The 10-year anniversary of the accident in 1989, NZALPA President Peter Hensby-Bennett announced the creation of a trophy called “NZALPA Aviation Safety Trophy”, which was a memorial trophy and was to be awarded for significant contributions to aviation safety or exceptional behaviour in the face of emergency, generally either bravery or courage. The trophy (since renamed “Jim Collins Trophy”) was remodelled by the Collins family, and Collins eldest daughter presented the award in 1991 and said “As a conscientious pilot, Captain Jim Collins was always concerned with the absolute safety of his aircraft, passengers and crew and the maintenance of their well-being. As a family, we feel that our father and husband would wish that anyone who made a significant contribution to aircraft and aviation safety should be encouraged and shown the recognition that they deserve”. Twelve years following the disaster, on the 28th of November 1991, Captain A. Gordon Vette was awarded the trophy, after he made a significant difference in the research and discovery of the “white out phenomenon” which largely contributed to one of the causes of the accident, and used in court as one of Mahon’s defences. This was significant as they were acknowledging the white out phenomenon, as many had not experienced this first hand, and had doubts about the phenomenon being one of the main reasons for the accident, however this symbolised an acceptance in the theory and contributed to Mahon’s case in court. He was also a prime mover towards the discovery in the “deeper malaise” which affected the air transportation industry that allowed the Erebus tragedy to occur. He founded the Captain A.G. Vette Flight Safety Research Fund, which developed a “forward facing Ground Proximity Warning System, which could have possibly prevented the accident to occur if it existed. Up until March 2009 there was no “controlled “flight into terrain” accidents to any aircraft that was fitted with this safety device. The lessons that they learnt from the accident led to continuous development following the disaster, and have majorly contributed to air safety that exists today which ensured that the accident would not repeat itself in the future.
A few months after the crash, a memorial service was held to honour the lives that had been lost, and a six-foot timber cross was erected on the lower slopes of Mt Erebus. Over time however it was damaged by wind and in its replacement a stainless steel cross was put up on the 30th of January 1987.
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In February 2011, 104 relatives of the 254 lives that were lost visited Antarctica, and a memorial at Scott base was held and a koru was placed. The New Zealand government had flown family members over to Antarctica, after a ballot was held, and one person representing each family was chosen. This however sparked controversy, as many other family members were disappointed in Air New Zealand, as they found out through the media that they were flying some family members over to Antarctica for a memorial service that was held, however one person selected to represent their families meant the rest of the family members could not mourn themselves and see the final resting place for their loved ones. The Memorial service was held however and was significant as it was the last flight that the family members could board to see where the plane crashed on Mt Erebus. The 34th anniversary also meant that wreaths were laid at the koru and Antarctica staff gathered in Christchurch, whom observed a minute’s silence.
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After the search and rescue operation was finished there were 44 unidentified bodies, which were buried in 16 caskets in a mass grave at Waikumete cemetery where a large memorial was held for the victims’ families and members of the public. The site of the memorial has a listing of the 44 unidentified bodies, where gardens surround it, including a Japanese Cherry Tree in memory of the 24 Japanese Passengers who died on the flight. After the search and rescue operation was finished there were 44 unidentified bodies, which were buried in 16 caskets in a mass grave at Waikumete cemetery where a large memorial was held for the victims’ families and members of the public. The site of the memorial has a listing of the 44 unidentified bodies, where gardens surround it, including a Japanese Cherry Tree in memory of the 24 Japanese Passengers who died on the flight.
Air New Zealand Apology:
30 years after the tragedy, Air New Zealand made an official apology to the public. This was a very significant event because Air New Zealand had never taken responsibility after the crash, and after all the legal drama that occurred after the incident, it almost seemed as though they weren’t planning on taking any responsibility for the crash, or remorseful. This was a big step as they were finally addressing the families, who had been mistreated after the accident “and were not given the support and comfort” from the company in which they deserved. The airline said “the apology was to take care of the many gaps and failings that occurred days, months and years after November 28th 1979.” They were finally righting a wrong that had shaped so much of the past, and had made the crash a larger scale because of the large amount of controversy that surrounded the crash in the following years. “Sorry to everyone who did not receive the compassion and support they should have from Air New Zealand” said Mr Fyfe, as well as John Key commenting that it was a “terrible waste of Human life, and even though we cannot bring them back, we can honour and remember these brave people.” This was a very significant part of the history of the crash, as Air New Zealand had apologised to New Zealand, with many people tuning in, and the importance shown by the presence of the Prime Minister at the ceremony. In honour of the tragedy, a sculpture was put in place, which symbolised the continuous improvement of the airline, and reminded the public of the dark times that followed the tragedy. |
Air New Zealand apology to the families and victims of the tragedy.
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Significance at the time:
New Zealand being a relatively small country, a disaster this size was tragic and the large controversy that followed showed the impact the crash had on many lives, and made the mess of the incident significantly bigger. The severe political impact surrounding “The Civil Aviation Report” led by Rob Chippindale and “Mahon’s report” led New Zealand through a whirlwind of controversy. The Civil Aviation report placed the blame on pilot error, arguing that the pilots should have never descended below the regulated flying height and because of this decision on the pilot’s behalf, the crash occurred. The pilots also didn’t verify the flight plan before the flight, and this was one of the causes as to why the plane flew into the side of the mountain. This was devastating for the families of the pilots, who were highly respected by fellow colleagues as well as extremely experienced. This was also a wake up to call to many fellow pilots, as it was showcased how easily it was that they “were thrown under the bus”, and Air New Zealand did not choose to defend the pilots, but rather place the blame on them. Members of the public who were on the pilot’s side were also offended and did not take this lightly, expressing their opinions to those in charge. Due to the large significance of the event, a Royal Commission was launched and was led by Judge Peter Mahon. Mahon’s report cleared the pilots of Pilot Error and placed the blame solely on Air New Zealand, stating, “If one of the many causes that prevented the crash didn’t exist, the crash could have been prevented. It was all the causes together that made this crash a disaster”. Air New Zealand was also blamed for not informing the pilots of the change in flight plan, and accused them of leading the trial through “an orchestrated litany of lies” after their un-cooperative manner during the inquiry. This sparked a lot of controversy as Air New Zealand and the Prime Minister were outraged by the humiliation the report had brought among the company, resulting in the dismissal of Mahon’s Report, and full credit to the “The Civil Aviation Report”, despite the lengths Mahon went to, to gather in depth research and analysis into the accident.
New Zealand being a relatively small country, a disaster this size was tragic and the large controversy that followed showed the impact the crash had on many lives, and made the mess of the incident significantly bigger. The severe political impact surrounding “The Civil Aviation Report” led by Rob Chippindale and “Mahon’s report” led New Zealand through a whirlwind of controversy. The Civil Aviation report placed the blame on pilot error, arguing that the pilots should have never descended below the regulated flying height and because of this decision on the pilot’s behalf, the crash occurred. The pilots also didn’t verify the flight plan before the flight, and this was one of the causes as to why the plane flew into the side of the mountain. This was devastating for the families of the pilots, who were highly respected by fellow colleagues as well as extremely experienced. This was also a wake up to call to many fellow pilots, as it was showcased how easily it was that they “were thrown under the bus”, and Air New Zealand did not choose to defend the pilots, but rather place the blame on them. Members of the public who were on the pilot’s side were also offended and did not take this lightly, expressing their opinions to those in charge. Due to the large significance of the event, a Royal Commission was launched and was led by Judge Peter Mahon. Mahon’s report cleared the pilots of Pilot Error and placed the blame solely on Air New Zealand, stating, “If one of the many causes that prevented the crash didn’t exist, the crash could have been prevented. It was all the causes together that made this crash a disaster”. Air New Zealand was also blamed for not informing the pilots of the change in flight plan, and accused them of leading the trial through “an orchestrated litany of lies” after their un-cooperative manner during the inquiry. This sparked a lot of controversy as Air New Zealand and the Prime Minister were outraged by the humiliation the report had brought among the company, resulting in the dismissal of Mahon’s Report, and full credit to the “The Civil Aviation Report”, despite the lengths Mahon went to, to gather in depth research and analysis into the accident.
Significance today:
Over 35 years after the accident, the Mt Erebus Disaster still plays a major part in New Zealand’s history. With the writing of “The Daughters of Erebus” by the late Paul Holmes excusing the Pilots’ of any blame, and telling the story of the impact the controversy and consequences of the disaster it had on the family and friends of the pilots and passengers on the flight on board flight 901. The book was righting many wrongs that took place in the days, months and years following the disaster. Today there are still opposing opinions as to what happened, and there always will be, as many people took this disaster personally, regardless if they knew the deceased or not.
Over 35 years after the accident, the Mt Erebus Disaster still plays a major part in New Zealand’s history. With the writing of “The Daughters of Erebus” by the late Paul Holmes excusing the Pilots’ of any blame, and telling the story of the impact the controversy and consequences of the disaster it had on the family and friends of the pilots and passengers on the flight on board flight 901. The book was righting many wrongs that took place in the days, months and years following the disaster. Today there are still opposing opinions as to what happened, and there always will be, as many people took this disaster personally, regardless if they knew the deceased or not.