Current Weather Norfolk IslandWeather in Norfolk Island
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We at MOKEabout make things as simple as possible. You will be taken to your hotel or you can collect your car at Norfolk Islnd Airport. 24 hours breakdown service, in the unlikely case you need it. If you get to know Norfolk Island, you will see why.
The general maximum speeds are 50 km/h, 40 km/h in the shop area and 30 km/h after ours. A valid driver's license is required, safety harnesses are mandatory and you are driving on the lefthand side of the street. Contacting the MOKEabout Norfolk Island Rent a car hire company to book a MOKE for a whole days, weeks or a lifetl.
Second Norfolk Island Report published by ATSB
Today the Australian Transport Safety Bureau (ATSB) published the long-awaited second trench construction study on Norfolk Island in 2009, which affects the aircrew, the operators and the Civil Aviation Safety Authority in a number of areas. On November 18, 2009, Pel-Air Westwind VH-NGA was on a medical evacuation from Samoa to Melbourne when it was compelled to leave Norfolk Island after bad weather and four unsuccessful landing trials led to an alternative airfield without sufficient gas.
In the first study the lack of planing and weather observation of the aircrew was pointed out, which led to controversies and a senatorial question. Following a complaint during the review by the Canadian Transportation Safety Board in December 2014 and under duress of the then Minister of Infrastructure and Transport Warren Truss, the ATSB declared its readiness to resume the investigations.
A 531-page study published today contains the following results. It took off from Apia, Samoa, without absorbing the highest possible amount of petrol, which, according to the ATSB, contradicted the operator's consequent use. Preflight scheduling did not contain any items that would mitigate the risks of travel to a secluded island or insulated airfield.
Pel-Air's hazard control did not guarantee that there would be enough petrol on boards of aircraft to distant island or shelter. Even though scheduled ferry services to distant destinations are necessary to transport propellant for alternative flight, there are no special regulations for other kinds of ferry services, such as aero-medical work.
Weather on Norfolk Island was below the land minimum when the plane landed and these terms were not in the TAF exhibited before departure from Samoa. Though VH-NGA provided a SPECI to determine the weather reduction on Norfolk Island, it did not proactively make the modified TAF available.
Once the transfer was made to Auckland, the Auckland controllers did not verify that the aircraft had the modified TAF. Aircrew did not require any weather updates before arriving at Point-of-No-Return (PNR). He was underestimating the risks of sailing to Norfolk Island, most likely because of the weather limitations.
In the beginning of the relegation the staff was conscious of the Norfolk environment, but did not know what action they would take if the first rapprochement was not made. After the first unsuccessful landing, the crews did not check the propellant and considered other alternatives. Considerable workloads, tight deadlines and stresses made it difficult for the aircrew to evaluate the aircraft and make efficient missions.
The collision force was greater than that for which the plane was intended. ATSB also found several elements that enhanced the risks, including: There are also several security questions in the inquiry and Pel-Air and CASA have already properly dealt with a significant number of these questions. ATSB' s full text is available on its website.