{"id":159388,"date":"2026-10-02T07:09:00","date_gmt":"2026-10-02T01:39:00","guid":{"rendered":"https:\/\/aviationa2z.com\/?p=159388"},"modified":"2026-10-01T21:37:14","modified_gmt":"2026-10-01T16:07:14","slug":"wrong-autopilot-setting-put-air-new-zealand-q300-below-safe-altitude","status":"publish","type":"post","link":"https:\/\/aviationa2z.com\/index.php\/2026\/10\/02\/wrong-autopilot-setting-put-air-new-zealand-q300-below-safe-altitude\/","title":{"rendered":"Wrong Autopilot Setting Put Air New Zealand Flight Below Minimum Safe Altitude"},"content":{"rendered":"\n

TIMARU\u2014<\/strong> An Air New Zealand (NZ)<\/a> turboprop descended approximately 2,500 feet below its planned approach path while preparing to land at Timaru Airport in June 2023, after the pilots failed to notice an incorrect autopilot setting.<\/p>\n\n\n\n

The aircraft eventually landed safely, but a final investigation has highlighted cockpit monitoring issues, technical limitations and wider safety concerns within the airline\u2019s Dash 8 fleet.<\/p>\n\n\n\n

The Transport Accident Investigation Commission (TAIC) released its final report on the incident involving Air New Zealand flight NZ8199 from Wellington Airport (WLG)<\/a> to Timaru Airport (TIU) on June 13, 2023. <\/p>\n\n\n\n

The Bombardier Q300 was carrying 33 passengers and three crew members when it descended to 1,156 feet in an area where the minimum safe altitude was 2,000 feet; nobody was injured, and the aircraft sustained no reported damage.<\/p>\n\n\n\n

\"Wrong
Photo: Air New Zealand<\/figcaption><\/figure>\n\n\n\n

Incorrect Autopilot Mode Aboard Bombardier Q300<\/h2>\n\n\n\n

According to the investigation, the captain selected vertical speed mode during a routine altimeter change at approximately 15,000 feet. <\/p>\n\n\n\n

The mode maintained a selected descent rate rather than following the altitude restrictions programmed into the approach, and the captain subsequently forgot to restore the appropriate setting.<\/p>\n\n\n\n

The aircraft<\/a> continued descending at around 1,400 feet per minute for approximately 10 minutes, roughly twice the usual descent rate described in the report.<\/p>\n\n\n\n

Both pilots concentrated on locating the airport lights in darkness and did not recognise how far the aircraft had descended below its intended flight path.<\/p>\n\n\n\n

The first officer reported seeing the airport beacon flashing red, although the beacon was white.<\/p>\n\n\n\n

The captain believed the first officer might have mistaken nearby sprinkler lights for the beacon, while the first officer also observed four red approach guidance lights, indicating that the aircraft was significantly below the correct approach path, but did not communicate that information.<\/p>\n\n\n\n

The captain eventually checked the navigation display about 6.4 kilometres before the approach’s starting point, identified the incorrect autopilot mode and levelled the aircraft before climbing back to 2,000 feet. <\/p>\n\n\n\n

TAIC said the ground proximity warning system would have sounded had the captain not intervened when they did.<\/p>\n\n\n\n

\"\"
Photo- Biponacci; Wikimedia Commons<\/figcaption><\/figure>\n\n\n\n

Earlier Safety Incidents Involving NZ’s Q300<\/h2>\n\n\n\n

The commission identified six earlier incidents involving Air New Zealand Q300 aircraft that descended below their intended flight paths. <\/p>\n\n\n\n

One occurred during an approach to Rotorua in July 2022 and triggered both an air traffic control low-altitude alert and a cockpit terrain warning.<\/p>\n\n\n\n

TAIC also found that the aircraft’s flight management system contributed to the problem. <\/p>\n\n\n\n

A configuration limitation meant the system received only one of the two altitude signals needed to manage altimeter transitions smoothly, prompting pilots<\/a> to use vertical speed mode as a workaround and remember to switch back afterward.<\/p>\n\n\n\n

The commission said the Timaru incident could have been foreseen and recommended that Air New Zealand continue working with manufacturer De Havilland Canada to develop a technical solution. <\/p>\n\n\n\n

It also raised concerns about the Q300 fleet’s safety culture and described the Civil Aviation Authority’s relationship with the airline as too close in nature.<\/p>\n\n\n\n

\"\"
Photo : \tCanley | Wikimedia Commons | https:\/\/commons.wikimedia.org\/wiki\/File:Air_New_Zealand_ATR_72-600_ZK-MVR_at_WLG_2023-03-13.jpg<\/figcaption><\/figure>\n\n\n\n

Air New Zealand Accepted Safety Recommendations<\/h2>\n\n\n\n

Air New Zealand accepted TAIC’s recommendation and said it had approached De Havilland Canada, Universal Avionics, Honeywell and other Dash 8 operators to explore a technical fix. <\/p>\n\n\n\n

However, the airline said the available evidence indicated that no suitable engineering solution was then available for its Q300 configuration.<\/p>\n\n\n\n

The airline had already changed its altitude-alerting rules two days after the incident. <\/p>\n\n\n\n

It subsequently required Q300 pilots to announce autopilot mode changes aloud and introduced a safety-culture reset programme for the fleet from September 2023, 1News<\/a> reported.<\/p>\n\n\n\n

Air New Zealand said it had strengthened procedures, training and monitoring before the final report was completed. <\/p>\n\n\n\n

The investigation’s findings nevertheless underline the importance of reliable automation, clear cockpit communication and timely decisions to discontinue an unstable approach.<\/p>\n\n\n\n

Stay tuned with us. Further, follow us on social media for the latest updates.<\/p>\n\n\n\n

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