The Australian Transport Safety Bureau has dispatched a team of two investigators to determine the circumstances surrounding the fatal aviation accident near St George, 19 October 2004.

The factual circumstances to hand are that it was a private flight from Bundaberg to St. George, Queensland. During the flight, the pilot reported feeling unwell and disoriented. Another aircraft in the area was diverted to formate on the aircraft. The pilot was reportedly lapsing in and out of consciousness. The aircraft was followed, however it subsequently crashed SW of St. George. The pilot was fatally injured.

The investigation team is expecting to arrive at the site later this afternoon. The team will not be discussing the accident with media at this point in time.

Until further notice all media contact will be with the Bureau's central office, details below.

An ATSB report has found that a recent airspace incident was both an 'airprox' and a 'serious incident' and that after taking evasive action, a Cirrus SR20 and a Cessna 172 aircraft passed about 200 metres horizontally and 50 ft vertically from each other.

The Cirrus, operating under the instrument flight rules (IFR), was approaching the Cowes VHF omnidirectional radio range (VOR) navigation aid for instrument flight practice in visual meteorological conditions. A Cessna 172 aircraft, operating under the visual flight rules (VFR), was also conducting navigation aid practice using the Cowes VOR and non-directional radio beacon. Both aircraft were operating outside controlled airspace (in class G airspace), but within air traffic control radar coverage.

The pilot of the Cirrus contacted air traffic control and requested and obtained traffic information for his descent to 2,000 ft about an unverified aircraft operating at 1,900 ft in the area. The Cirrus pilot tried unsuccessfully to establish radio contact with the aircraft.

When approaching the Cowes VOR, the Cirrus pilot saw an aircraft on a reciprocal track at the same approximately 2,000 ft altitude. At about the same time, the Cessna pilot saw the Cirrus. Both pilots took evasive action. The pilots reported that the two aircraft passed about 200 metres horizontally and 50 ft vertically from each other.

The ATSB investigation found that the Cessna pilot had been on the radio frequency for operations within 40 NM south and south-east of Melbourne Airport. Consequently, he was unable to hear the Cirrus pilots broadcasts and develop an awareness of a possible conflict.

The radio frequency for the Cowes area was not published on the charts being used by the Cessna pilot. Airservices Australia had published an interim Frequency Planning Chart, which published the appropriate Air Traffic Services class E and class G radio frequencies, before this occurrence. However, the Cessna pilot did not receive the chart until sometime in July 2004 after this incident.

Airservices Australia advised the ATSB that it will re-introduce the publication of en route class G and class E radio frequencies and frequency boundaries on Aeronautical Information Publication charts effective 25 November 2004.

The full investigation report (200402065) is available from the website, or from the Bureau on request.

The ATSB's final investigation report into an airspace incident on 7 April involving a Boeing 737 and a Lancair aircraft has found that while it was an 'airprox' it was not a 'serious incident' because of timely action by the air traffic controller and both crews.

The Boeing 737, operating under the instrument flight rules (IFR), was en route from Townsville and descending for a landing at Brisbane. A Neico Lancair IV-P aircraft, operating under the visual flight rules (VFR), was en route from Maroochydore to St George, on climb to flight level (FL) 165.

Both aircraft were operating in Class E airspace when the 737 crew observed a TCAS traffic symbol and received subsequent TCAS alerts. This airspace was introduced as part of the National Airspace System (NAS) phase 2b from 27 November 2003.

Despite the assistance of air traffic control to both crews, the 737 crew had observed the Lancair's traffic symbol on the TCAS display but could not see the Lancair. They decreased the rate of descent and after receiving TCAS traffic advisory (TA) and resolution advisory (RA) alerts, climbed the 737 to FL166 and turned about 15 degrees right of track. Recorded Air Traffic Services (ATS) radar data indicated that the Lancair altered track 8 degrees to the right away from the 737 just before passing behind and below the 737. The minimum distance between the two aircraft was about 600 ft vertically at about 0.3 NM (about 556 metres) laterally.

Information obtained from the crews of each aircraft, the ATS controller, recorded flight data from the 737, ATS audio recordings and radar data, was consistent. Based on all of the circumstances, the incident was classified as an 'airprox' but not a 'serious incident'.

The investigation found that the crews of both aircraft and the air traffic controller complied with the published procedures for Class E airspace under NAS 2b.

Airservices Australia advised it had subsequently issued a national instruction and an information circular on safety alerts, traffic avoidance advice, and traffic information. It had also produced a computer-based training program for air traffic controllers on duty of care, which provided advice on when a safety alert is to be initiated.

The full investigation report 200401273.

The ATSB final investigation report into the crash that killed the two occupants of a Robinson R22 helicopter at Yakka Munga Station in Western Australia, has found that a drive shaft to the main rotor blades failed.

Examination of the shaft revealed that it had failed as a result of a fatigue crack that initiated at a bolt hole in the shaft. Inappropriate procedures, including use of an unapproved sealant, were used when the shaft was last assembled.

During the investigation, the ATSB issued an urgent safety recommendation to the Civil Aviation Safety Authority (CASA) asking for an inspection of the R22 and R44 Australian helicopter fleet. CASA responded by mandating inspections of the shaft assembly to look for signs of damage and to remove those from service that had been assembled using an unapproved sealant.

As a result of the CASA mandated inspections, the use of unapproved sealants was found to be widespread within the Australian R22 helicopter fleet. The Robinson Helicopter Company advised that maintenance documents and training courses would be revised to clarify shaft assembly instructions.

The investigation also found that the survivability of the two occupants may have been adversely affected by the reduced capacity of the seat structures to deform as designed. That was due to the stowage of an excessive amount of baggage and equipment in the under seat baggage compartments.

The full investigation report (200304074) is available from the website, or from the Bureau on request.

The ATSB investigation into the fatal Aero Commander accident on 19 February 2004, 58 km NNW of Hobart is focusing on the reason for an overload failure of the wings in flight.

The ATSB interim factual report finds that the wreckage pattern was consistent with the aircraft having sustained an in-flight structural failure of both wings and the tailplane. The outboard left and right wing sections had separated from the aircraft at similar positions along the respective wings and in a downward direction. However, there was no evidence of corrosion, fatigue cracking or airframe modifications that could have degraded the strength of the wing or tailplane structures.

The aircraft was being operated on a visual flight rules ferry flight to Devonport. The pilot, the sole occupant, reported an intention to climb the aircraft to a cruising altitude of 8,500 ft. The aircraft was not required to be fitted with a flight data recorder or cockpit voice recorder and there was no other recorded information available.

The main parts of the aircraft, consisting of the forward and aft fuselage, inboard wing sections and flaps were found upside down in undulating terrain at 560 metres above mean sea level. Both engines and propellers were with the main wreckage. The remainder of the aircraft structure was scattered to the east-north-east of the main wreckage, with some less heavy items up to 1,300 m away.

The investigation is continuing and is examining aspects of the aircraft's structures, automatic flight control system, flight operations, air traffic control, meteorological conditions and human performance.

The ATSB investigation report 200400610.

The ATSB has two marine investigators in transit to investigate the fatal lifeboat accident at Port Hedland yesterday.

The Australian Transport Safety Bureau was advised late yesterday of the lifeboat accident in which two people received fatal injuries, another two suffered serious injuries, and a fifth less serious injuries.

The accident occurred on 7 October 2004 during a lifeboat exercise on the Hong Kong registered bulk carrier Lowlands Grace, while the ship was at anchor off the WA port of Port Hedland.

The ATSB is sending an investigation team to Port Hedland to determine the circumstances that led to this tragic accident and to make any necessary recommendations to prevent future accidents.

The ATSB team will work cooperatively with police investigators assisting the WA Coroner.

Until the team has arrived on site, the ATSB will not be able to comment on the circumstances of this tragic accident.

The ATSB has released a Preliminary Investigation Report into a 24 July 2004 Boeing 737 incident involving a ground proximity warning 22km south of Canberra aerodrome.

The report can be found on the ATSB web site www.atsb.gov.au.

The ATSB will not be commenting further on this Preliminary Report.

The final report into this incident is expected to be completed by March 2005 and an interim factual report will be released before that time if the circumstances warrant this.

Any necessary safety action that arises from the investigation will be recommended immediately and not held until the final report.

The Australian Transport Safety Bureau has been advised that two people were fatally injured in a Robinson R44 helicopter crash which occurred at about 6.30pm on 8 September 2004.

The accident occurred some 30NM, West South West of Roma, Queensland.

The ATSB is sending an investigation team to the site to attempt to determine the causal factors that led to this tragic accident and to make any necessary recommendations to prevent future accidents.

Until the team has arrived on site the ATSB will not be able to comment on the circumstances of this tragic accident.

Given the heightened interest, the ATSB has released an interim report on progress with its investigation into the tragic Benalla fatal accident, emphasising its complexity due to destruction of the aircraft and the need to carefully address all the safety issues.

The ATSB Preliminary Report into this six-fatality accident in a Piper Cheyenne was released on 31 August to provide early safety advice and warning to the industry.

The aircraft tracked from Bankstown to the Benalla area via Jervis Bay and the pilot had planned to conduct a Global Positioning System (GPS) approach at Benalla. The investigation determined that the aircraft's track was a consistent 3.83 degrees left of the direct track prior to commencing the GPS approach. The aircraft was equipped with a radio altimeter and an approved GPS receiver. The pilot was qualified to track and conduct instrument approaches using the GPS.

The investigation is continuing and, among other things, includes aspects relating to:
the operation of the aircraft; previous flights; aircraft maintenance history; post mortem and toxicology findings; air traffic control system and its operation; availability of ground-based navigation aids; statements from witnesses and other involved persons; GPS carried and GPS software; and electronic devices including mobile phones.

At this stage there is no evidence that the flight was affected by electronic interference. There was adequate satellite coverage for the operation of the GPS. The operation of the approved GPS carried for this flight, using the installed software, does not require manual input of waypoint position coordinates.

The investigation of this accident is necessarily complex due to the destruction of the aircraft during the high speed impact and post-impact fire (see pictures attached and at www.atsb.gov.au) and it will take several months to methodically analyse the available evidence so that all possible causal factors are identified together with safety issues.

In accordance with ATSB practice, as safety issues are identified, the ATSB makes recommendations to, and liaises with, organisations best able to effect change in order to enhance safety. These safety actions are not held until the final report is released.

The ATSB continues to liaise with the Victorian State Coroner who has been briefed on this report.

The ATSB appreciates the support of the industry and community in continuing to provide information that may assist its investigation and prevent another accident.

The Australian Transport Safety Bureau (ATSB) has advised that the door that fell from a Raytheon Beechcraft King Air B300 aircraft on Tuesday 7 September 2004 has been located.

The ATSB would like to thank media outlets for their cooperation in publicising our request for assistance in finding the cabin door.

The door was located to the south-west of Theodore, Central Queensland.

With the assistance of the Queensland Police Service the door will be delivered to the ATSB's laboratories in Canberra for examination.

The ATSB will now be in a much better position to determine why the door fell off.

The ATSB's investigation report will be made public and placed on the ATSB website when the investigation has been completed.