ATSB Investigator Laura Henwood will provide an on-site media briefing at 2 PM (ACST) Thursday, 29 June 2017, at the intersection of Sunnybrae Road and Walker Road, Suttontown, South Australia.

Three people died when a SOCATA TB-10 Tobago aircraft, registered VH-YTM, collided with terrain at 10.30 am on Wednesday 28 June 2017. The accident occurred about 3km south-west of Mount Gambier Airport.

The briefing will outline the known facts of the accident, the investigation team’s on-site activities and the investigation process.

ATSB investigation AO-2017-069

Who:       ATSB Investigator Laura Henwood

Where:    The intersection of Sunnybrae Road and Walker Road, Suttontown, SA.

When:     2 PM ACST, Thursday 29 June 2017

The detached propeller from the Regional Express (REX) SAAB 340 was located by NSW Police at around noon today.

The propeller was located by NSW Police helicopter PolAir1 in an area of bushland near Revesby in Sydney’s south-west.

The ATSB is now working with NSW Police to recover the 100kg propeller assembly in preparation for examination.

Since the propeller assembly detached from the engine on a flight from Albury to Sydney on 17 March, the ATSB has been calculating its likely trajectory, using data from the aircraft’s flight data recorder. The propeller was located in an area broadly consistent with the ATSB’s calculations.

The ATSB investigation team will examine the propeller assembly to determine the contributing factors that led to its detachment from the aircraft.

ATSB Chief Commissioner Greg Hood thanked NSW Police for their ongoing cooperation with locating and recovering the propeller.

More information about this incident and the ATSB’s investigation is available on the ATSB’s website.

Link to the PolAir1 vision(Opens in a new tab/window).

The ATSB has today released a preliminary report into the in-flight propeller detachment involving a Regional Express SAAB 340 aircraft near Sydney Airport on 17 March 2017.

The ATSB’s inspection of the aircraft identified that the propeller shaft fractured, leading to the separation of the propeller.

An inspection of the propeller at the ATSB’s technical facilities in Canberra revealed a fatigue fracture that began in the propeller mounting flange (the part that attaches the propeller to the gearbox) and continued into the propeller shaft. The inspection also found corrosion near the initiation of the fracture.

ATSB Chief Commissioner Greg Hood says the ATSB has been working closely with the Civil Aviation Safety Authority (CASA), SAAB, GE Aviation (engine manufacturer) and Regional Express during the investigation.

“This is the first known critical failure of this type, initiating within the propeller hub flange of the GE Aviation CT7-9B engine,” Mr Hood said.

“Both the operator and the engine manufacturer have already taken proactive safety action in response to the ATSB’s safety advisory notice.

“GE Aviation is conducting metallurgical analysis on the propeller flange and hardware at its laboratories in Cincinnati, USA. They are also inspecting additional propeller gearboxes and reminding all operators to follow maintenance and inspection procedures. GE Aviation will release additional maintenance and inspection recommendations if they become necessary.

“Regional Express has quarantined all propeller gearboxes with propeller shafts of the same series as that installed in the aircraft involved in the incident.”

The ATSB’s ongoing investigation will focus on maintenance procedures associated with the propeller gear box shaft and examine factors that may have contributed to the fatigue fracture at the propeller mounting flange.

Mr Hood says the ATSB will continue to work closely with all involved parties to determine the cause of the propeller detachment.

Read the preliminary report AO-2017-032: In-flight propeller malfunction involving SAAB 340 VH-NRX, 19 km SW of Sydney Airport, NSW, on 17 March 2017

The ATSB will tomorrow (Wednesday 22 February 2017) conduct a media briefing on its investigation into the aircraft accident that occurred at Essendon Airport, Victoria.

The ATSB’s Chief Commissioner, Mr Greg Hood will discuss factual information known to the ATSB at this time and will outline the investigation process. He will be joined by Victoria Police Superintendent Michael Frewen and Mr Chris Cowan, Essendon Fields CEO.

The investigators are seeking witness reports that might assist the investigation. Witnesses can call the ATSB on 1800 020 616 or email ATSBinfo@atsb.gov.au

Where: The Australian Events Centre, 1 Larkin St, Essendon Fields VIC 3041

When: 10:00 AM AEDT, 22 February 2017

Media contact: 1800 020 616

Today the Australian Transport Safety Bureau (ATSB) released its report MH370 – First Principles Review and CSIRO’s supporting report The search for MH370 and ocean surface drift.

The First Principles Review report summarises the outcomes of a meeting conducted in November and attended by Australian and international experts in data processing, satellite communications, accident investigation, aircraft performance, flight operations, sonar data, acoustic data and oceanography.  

The purpose of the First Principles Review was to reassess and validate existing evidence and to consider any new analysis that may assist in identifying the location of MH370. The CSIRO report, which should be read in conjunction with the ATSB report, was commissioned by the ATSB earlier in 2016 and was considered by the experts attending the First Principles Review.

The experts confirmed their agreement that the analysis of the last two SATCOM transmissions, the likely housed position of the main flaps at impact, and results from the recent flight simulations indicate with high probability that the aircraft lies within 25 NM of the 7th arc that had been derived from analysis of the last satellite communications with the aircraft.

Given the high confidence in the search undertaken to date, the experts agreed that the previously defined indicative underwater area is unlikely to contain the missing aircraft between latitudes 36°S and 39.3°S along the 7th arc.

The experts also agreed that CSIRO’s debris drift modelling results present strong evidence that the aircraft is most likely to be located to the north of the current indicative underwater search area. When considered together with updated flight path modelling, the experts concluded that an unsearched area between latitudes 33°S and 36°S along the 7th arc of approximately 25,000 km², has the highest probability of containing the wreckage of the aircraft.

MH370 disappeared on 8 March 2014 with 239 people on board. Australia, Malaysia and People's Republic of China have been working together to find the aircraft since that time.

Given the international protocols for aircraft recovery scenarios such as this, Malaysia will continue to take the central role in the determination of any future course of action in the search for MH370.

This report has been provided to the three principal Governments involved in the search effort for their consideration.

Read reports: MH370 – First Principles Review and The search for MH370 and ocean surface drift.

The large piece of what is likely to be a wing flap was found by locals on Pemba Island, just off the coast of Tanzania, Africa on 23 June 2016.

Malaysia and Australia have worked with Tanzanian officials to assume responsibility for the wing flap. Technical specialists from the ATSB are working with Malaysian investigators to determine if it is from the Malaysia Airlines Boeing 777, MH370.

To date, the ATSB has examined four pieces of debris on behalf of Malaysia and determined them to be almost certainly from MH370. This is in addition to the flaperon found on La Reunion Island on 29 July 2015 and positively identified by French officials as originating from flight MH370.

Media contacts:
ATSB – atsbinfo@atsb.gov.au
DCA Malaysia – fatin@dca.gov.my

The ATSB will today conduct an onsite media briefing on its investigation into the 19 July 2015 aircraft accident near Wedderburn Airport, NSW.

The Investigator-in-Charge, Mr Mal Christie will discuss factual information known to the ATSB at this time and will outline the investigation process.

The ATSB has deployed four investigators to the accident site. They are expected to be on site for two to three days. The investigators have specialisations in human factors, aircraft engineering and aircraft operations.

The investigators are seeking witness reports that might assist the investigation. Witnesses can call the ATSB on 1800 020 616.

Where: Cnr of Blackburn Road and Lysaght Road, Wedderburn, NSW

When: 4:00 PM AEST, 20 July 2015

As aerial agriculture pilots prepare for an early spring start to their busiest time of year, a new ATSB report highlights past aviation safety events in the industry.

ATSB's Manager Reporting and Analysis, Dr Stuart Godley said, 'ATSB has been working closely with the Aerial Agricultural Association of Australia (AAAA) to strengthen their long-standing education and training program by using reported incidents and ATSB investigations to identify key learning opportunities for pilots.

'The statistics clearly identify a long-term trend in improving safety in the sector, but both ATSB and AAAA remain committed to improving the safety record even further.

'These statistics should serve as a reminder of the risks these pilots will face during the season that are not present in most other types of flying. Hazards include low-level flying with high workloads and numerous obstacles, in particular powerlines and uneven terrain.

'The good news is that, while these risks are always present, they are generally manageable', said Dr Godley.

The report focuses on aerial application accidents between May 2014 and April 2015 to coincide with the agriculture season in most parts of Australia.

Dr Godley said, 'Wirestrike was the most prevalent type of occurrence with more than half of the total accidents and serious incidents involving a wirestrike'.

Mr Phil Hurst, CEO of the AAAA said, 'We approached ATSB with the idea of producing an annual statement of safety trends in the industry to support aerial application pilots in their ongoing professional development through AAAA’s comprehensive ‘Professional Pilot Program’ and training courses.  

'This report is a very useful addition to the tools available to professional low-level pilots and AAAA thanks ATSB for their practical response in improving access to the valuable safety data they hold.'

There were 13 accidents with one resulting in fatal injury in the preceding 12 months. In total, there were 24 reported accidents and incidents involving aerial agriculture and firefighting operations.

Read the report: Aerial application safety: 2014 to 2015 year in review

A fatal Robinson R44 helicopter accident has prompted the ATSB to recommend safety improvements to helicopter fuel tanks in the United States and Europe.

Four people died in the March 2013 accident at Bulli Tops in New South Wales. The R44 helicopter they were travelling in was engulfed in fire after striking a tree and hitting the ground.

Following this accident, Australia's Civil Aviation Safety Authority, and other international regulators, made it mandatory for R44 helicopter operators to replace the R44's all-aluminium fuel tank with a bladder-type fuel tank.

ATSB Chief Commissioner Martin Dolan said that bladder-type fuel tanks reduce the risk of post‑impact fire in the R44. But the ATSB remains concerned at the risk of post-impact fire in helicopters not fitted with crash-resistant fuel systems.

'We believe the US Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA) can help improve the safety of many helicopter pilots and their passengers,' Mr Dolan said.

'We have issued safety recommendations to the FAA and EASA. We ask them to take action to increase the number of crash-resistant fuel systems fitted to existing and newly-manufactured helicopters.

'Under international convention, we would expect to hear from the FAA and EASA about their proposed responses to these recommendations by early September 2015,' Mr Dolan said.

The Bulli Tops accident was similar to other R44 accidents involving fatal post-impact fire that made survivability impossible. In each case, the R44s were fitted with all-aluminium fuel tanks.

Mr Dolan said, 'Statistical analysis of accidents in Australia and the United States over ten years found a higher proportion of post-impact fires involving R44s than for other similar helicopter types.'

The analysis also identified that, despite a 20-year-old requirement for new helicopters to have a crash-resistant fuel system, several helicopter types are being made without such a system. In addition, although modification kits are available for a number of helicopter types, they have not been incorporated in many of the existing civil helicopter fleet.

The ATSB's report into the Bulli Tops accident (AO-2013-055), released today, is available from the ATSB website.

Flying visually in poor visibility continues to be one of the most dangerous forms of flying, as evidenced by a fatal aircraft accident near Mount Hotham, Victoria on 23 October 2013.

An ATSB investigation into the accident found the pilot of a Cessna 182Q aircraft—who was flying visually in an aircraft not approved for 'instrument flight rules'—took off despite poor weather forecast along the planned route.

The ATSB found that the pilot likely encountered reduced visibility due to poor weather, which resulted in the aircraft colliding with Mount Blue Rag, at about 5000 feet (1,524 metres) above mean sea level.

ATSB General Manager of Aviation Safety Investigations, Mr Ian Sangston, said this accident serves as a powerful and tragic reminder to visual flight rules pilots of the dangers of flying in poor visibility conditions.

"Between 1993 and 2013 there were 11 accidents involving inadvertent visual flight into 'instrument meteorological conditions', such as poor weather or cloud," Mr Sangston said.

“While meteorological forecasts are inevitably set in terms of the likelihood of low cloud, rain or fog affecting a flight, it is the responsibility of pilots to analyse the risk and make appropriate decisions.”

"In forecast marginal weather, this involves considering alternative options such as diverting or turning back."

"It is important, also, for pilots and others involved in the operation of aircraft to actively support safety-first pilot decision-making."

"Pressing on into poor visibility conditions with no instrument rating, and/or in an inappropriately‑instrumented aircraft, carries a significant risk of severe spatial disorientation due to powerful and misleading orientation sensations."

"This tragic accident was avoidable. It's both sad and frustrating that we continue to investigate accidents where visual flight rules pilots push the limits when flying with poor visibility." Mr Sangston said.

Read the full investigation report AO-2013-186.

An important safety message

Flying with reduced visual cues is one of the ATSB’s top safety concerns.

Under visual flight rules (VFR), it is crucial pilots have sufficient visual reference to see and avoid obstacles and be able to navigate their aircraft. Visual cues are also required to maintain orientation so VFR pilots know which way is up and can maintain control of their aircraft.

This accident highlights the risks associated with operating under the VFR in adverse weather, particularly when flying in a challenging environment such as in mountainous terrain.

Thorough pre-flight planning is essential for avoiding weather. It is not only important to obtain the relevant weather forecasts to develop a mental picture of the conditions that may be encountered, but also to assess this information and understand how it relates to the planned flight. In forecast marginal weather, this involves consideration of alternative options such as delaying, diverting or turning back and pilots assessing their skills and/or aircraft’s suitability for the task in the conditions. 

During flight, pilots must continuously assess the weather for conditions that may adversely affect the safety of the flight and be prepared to use an alternative course of action if conditions deteriorate. This can include seeking assistance, such as that available from air traffic control.

The ATSB is concerned about the frequency of accidents—many fatal—that involve pilots flying with reduced visual cues. This has been highlighted as part of the ATSB's SafetyWatch initiative.

More information on flying with reduced visual cues.