The first thing to note is that the 767 ANZ intend to operate can carry return fuel. So the problem of a PNR doesn't exist. Unlike the 757 in the above story they could have returned to NZ in this situation. :ok:

Absolutely true on the B767. The A319 has round trip fuel capability as well.

The reality though is that there are a number of reasons that you may have to land other than just fuel as well. This is not the place to take lightly or believe it is just like everywhere else. So hopefully ANZ are not doing that!!

does the 757 not have extra centre tank options?

Warren, no 757 I know of has extra centre tanks, 34t is all you get, throw on a winglet or 2 and you get another 20 mins....but that's it.

Unfortunately weather has worked against Air NZ, and flights to Pegasus Blue Ice Runway (NZPG) have all been cancelled. The US National Science team has now closed Pegasus and moved operations to McMurdo Sea Ice Runway (NZIR).

Air NZ are undergoing assessments to operate to NZIR including info from the US Dept of Defence pavement engineers to determine aircraft weights, ice thickness and ramp static times for the runway.

The aim is to operate the proving flight NZIR in mid November.

McCully tells of close call on flight

5:30 AM Friday Oct 11, 2013

Air force jet carrying minister to Antarctica had to land in whiteout after fuel stock passed point of no-return

http://media.nzherald.co.nz/webconte...35_220x141.jpg


Foreign Minister Murray McCully says an air force inquiry is expected after a flight to Antarctica carrying 117 passengers was forced to land in a whiteout after being cleared for a safe landing.
The RNZAF Boeing 757 had to circle the Pegasus airstrip near Scott Base for 2 hours on Monday and made two aborted approaches before making an emergency landing in reduced visibility and freezing fog.
Mr McCully, who was on the flight, said: "We clearly knew that there was a capacity for this to have an untidy end, and we were enormously relieved that it didn't."
The air force reviewed the weather at the "point of safe return" or PSR - when there was still enough fuel to get back to Christchurch.
The 757 was given the green light to land but Antarctic's notoriously changeable weather stirred up half an hour after the plane passed the PSR.
"We did not have enough fuel to come home, and we had no means of making an unorthodox landing down there," Mr McCully said.
"It culminated in what they call a white-out landing. After burning out most of the fuel you get in as close as you can with the instruments and for the last 100ft or so try and
find a way down with the pilot using his wits, basically."

He said the passengers and crew went quiet as they approached the landing at around 5pm.
"All I can say is that I'm very relieved to be here. Having gone into that situation you need to understand the extraordinary skill that the pilot and his crew showed in being able to get us down in
circumstances that were really, incredibly difficult."
He said he expected the air force to review the landing. "There will be some sort of internal inquiry I'm sure about how one of its planes, with quite a lot of people on board, was able to get into
Antarctica without the ability to get back or to land."
A defence force spokesman said last night the event was being investigated to ensure all lessons were learned.
The spokesman said it was the first time that the air force 757 had landed on the ice in this way. The aircraft's instruments were used below the minimum altitude threshold until the pilots could see the runway.
Air NZ would soon conduct test flights to the Pegasus airstrip as part of a plan to transport American and NZ scientists. Unlike the air force 757s, Air New Zealand's 767 would be able to make the return
journey without refuelling. A test run was planned on October 5, but was postponed to November due to bad weather.

This is from the US Antarctic Program Air Ops Manual

Basically looks like all B757 ops would breach these procedures:ouch:

1.5. Adverse Weather Landing Sites/Diverts

1.5.1. When whiteout conditions occur, an aircraft may be unable to complete an instrument approach to the Seasonal Sea Ice Runway, Pegasus White Ice Runway, Pegasus skiway, or Williams Field skiway.

1.5.2. Currently there are no adverse weather landing sites available for wheeled aircraft in Antarctica. Aircrew must ensure sufficient reserve fuel is carried to allow diverting to an alternate airfield off continent.

Not having detailed knowledge of the technical requirements of CAT3 alpha - I assume that it is technically impossible to establish autoland capability on an ice runway such as Willy's?
I.e. radar altimeters don't work reliably (or at all) off compacted snow or ice surfaces?
I assume if it was possible, it would have been done.
And expect the crosswind maximums might regularly be exceeded down there.

TAIC opens inquiry into Antarctica flight safety incident (AO-2013-009) - Friday, October 11, 2013

The Transport Accident Investigation Commission has today opened an inquiry into a safety incident which involved a Royal New Zealand Air Force Boeing 757 landing in Antarctica on Monday (7 October 2013) in weather below minimum standards for landing and with insufficient fuel to reach an alternate airport.

The RNZAF had advised the Commission of the incident on Monday, and information provided since had allowed the Commission to determine it should and could investigate under the Transport Accident Investigation Commission Act 1990, chief investigator of accidents Captain Tim Burfoot said. “The Commission’s inquiry will work alongside but independently of the Air Force’s own investigation of the incident.

While the Commission is precluded from investigating incidents and accidents confined to New Zealand Defence Force resources, this occurrence involved a combination of military and civilian personnel and services,” Captain Burfoot said. He said it was too early to say how long the investigation would take or whether international participation in the inquiry would be required.

The Commission is a standing Commission of Inquiry that investigates occurrences with significant implications for transport safety in order to explain them and make recommendations, where appropriate, to help improve transport safety and prevent a recurrence.

Excellent, well informed posts here much appreciated by those 'in the wings'.

. . . .. now there's a choice euphemism.

My understanding is that the 757 would of been carrying out a approach onto a vast unprepared area of ice to the West ?(beyond the no longer used Willys field) of Ross Island. This area is set aside for such occasions when approaches to either Pegasus or the Sea ice runway are not possible rather than attempt an approach and possible crash resulting in blocking of the ice runway. It is basically a blind approach right down to ground/ice or an intentional CFIT. I believe a Safair C130 had to do this a couple of summers back but would not think the outcome would be quite as successful in the B757. The ice is pretty rough with snow drifts and snow ridges (sastrugi) all over the area.
They were fortunate to able to break out of the cloud above the ice and fly VFR to the ice runway. Good end result as it could of ended a lot worse.

The whiteout landing area is not for wheeled aircraft for reasons you state.

From what I have heard from a pax I'm not sure that's an accurate assessment of what happened.

And as for CatIII approaches etc. ... if the weather is that bad you shouldn't be there.

This incident is bringing back nothing but bad bad memories.
At least Ron Chippindale won't be investigating it.

Mate who did a year at Mawson said that you could use the wind direction as a compass however speed varied and in October 73 didn't get below 60 kts.