A lack of care, and distraction, have caused a recent spike in agricultural accidents.
There have been 11 agricultural accidents or incidents in New Zealand over the last few months, according to CAA data.
While the number of reported incidents has been in line with previous years, six accidents for the third quarter of 2024 is the highest since at least 2018.
The immediate causes of the accidents are varied.
One involved a helicopter wire strike. In another, an aeroplane struck a fence during take-off.
A different incident involved an aircraft veering off a wet airstrip during take-off, and then down a bank, resulting in significant damage to the plane.
None of these resulted in injury.
One ground crew was seriously hurt in another accident, however, after the fertiliser bucket strops tangled around the main rotor blades of a helicopter idling on the ground.
Rushing before the break
Historically, the most dangerous month for agricultural work is now here.
This has the Chair of the New Zealand Agricultural Aviation Association – and managing director of an aerial top dressing company – Bruce Peterson, worried.
“We haven’t had a fatality yet, but we’re riding our luck a bit.
“I call the Christmas period the ‘dangers of December’.
“Pilots try to get work sorted before the break and probably rush it a bit.
“That’s possibly been the common failure between these recent accidents.
“People are not being diligent enough, are getting distracted, and they’re missing things.”
Bruce says once a pilot straps into the aircraft they need to be ‘present and involved’.
“Think about what’s going on,” he says to fellow ag pilots, “and stay engaged in the moment.
“It’s quite a discipline but it’s important to maintain a sterile cockpit.”
Family pressure
Bruce says his company keeps an eye on their pilots, questioning if there are external influences that may distract them at work.
In the past, he’s had to speak to his pilots’ families, to encourage them to leave the pilot alone at work.
“Otherwise, all of a sudden, dad has a family issue to think about – in the cockpit.
“But he doesn’t need to know the dog has to go to the vet. Not while he’s flying.
“Picking the kids up from school is a classic. I’ve had that. The school cannot get the caregiver so they ring dad – who’s 90 nautical miles away.
“It aint gonna happen.”
But sometimes, the distraction begins before the flight.
“If a pilot’s family member is seriously ill, and the pilot’s out flying, they’re not concentrating.
“While employers have responsibilities around wellbeing at work, employees need to also look after themselves.”
Bruce says larger companies can set up a system where, if someone needs to contact a pilot, the company instructs that person to contact the ops team.
The ops team then sends a message through to the pilot, when it’s appropriate.
But smaller and single pilot operations have only themselves to rely on, says Bruce.
“They have to be extra focused.
“We’re all only as good as our last load.”
Engineers play a part
Maintaining focus is a rule that applies to engineers as well, says Bruce.
“Some of these recent accidents were LAMEs not picking things up that they should have.
“They haven’t checked off something properly, or they’ve missed something they shouldn’t have.”
The problem is compounded if participants have pressure or perceived burden on them to complete a job, says Bruce.
“There’s huge financial pressure on everybody right now, so they keep cracking on when perhaps they shouldn’t.
“It can go to hell in a handcart pretty quick.”
Demands can also come from farmers to complete a job, especially if recent weather has been bad.
“They’ll say to a pilot, ‘Listen mate, if you can’t do it today, I’ll find someone who can’.
“I know that pressure. We’re doing something like 53 percent fewer tonnes at the moment. Everybody’s hungry right now.
“But, as an industry we need to support each other. If there’s a client out there pressuring pilots, we can’t tolerate that.
“We’ve already contacted Federated Farmers to put a formal message out there.”
Bruce’s advice to pilots is that it’s still ‘gonna be there tomorrow’.
“I tell all my guys if the aeroplane’s back in the hangar ready to go to work the next day, you’ve never made the wrong decision.
“But if you decide to crack on today, push it too far for too long, and something goes wrong – then you’re in the financial crap, at best.
“And every insurance claim affects every operator.”
Learning to say ‘no’
Having the confidence to say ‘no’ to a farmer, to the boss, or even to yourself, is just part of being a pilot, says Bruce.
“If it’s not safe, don’t do it.
“If the day is lined up with work for you, it’s a difficult call to turn around and tell the client ‘I can’t fly today, it’s too windy, or downwind’.
“But it is what it is. Don't be afraid to say no.
“Because while aviation’s very safe, as we all know, it’s unforgiving of error.”
Bruce says participants who make the call that they can’t work for personal reasons are generally supported.
“I know the big companies provide support for participants and their families.
“It’s a ‘no questions asked’ thing.
“If the inability to fly is going to be long-term, as an operator, you work on a plan.
“Find some cover for those jobs and support whoever it is with whatever they need.”
Bruce says the boss of a company needs to develop skills to recognise a pilot is struggling.
“You gotta have empathy and say, ‘OK mate, we’ll make a plan here’.
“But if you’re a solo ag pilot, working for yourself, you have to develop those skills for yourself.
“And tell yourself the job is not going anywhere.
“So, load your aircraft for the conditions on the day, maintain a safety margin, taking it slowly and steady, and all come home safely at night.”
Footnote
Top photo: iStock.com/6381380