On 21 July 2011, at 1630 Central Standard Time, the crew of a Super Puma helicopter, registered VH-LAG (LAG), was taxiing in the vicinity of two parked aircraft on the apron at Port Keats Airport, Northern Territory when the main rotor blades contacted a light pole. As the main rotor disintegrated, the helicopter was propelled towards the pole and rolled onto its left side. The aircraft was seriously damaged including significant disruption to the cockpit area.

The two crew members and three of the four passengers sustained minor injuries. Three bystanders also sustained minor injuries and one of the parked aircraft and four parked vehicles were damaged by flying debris.  

As a result of this accident, the helicopter operator conducted an internal investigation that produced a number of recommendations addressing operations to remote airfields, obstacle separation standards and emergency management. 

On 24 June 2011, a Super Petrel amphibious aircraft, registered 24-7654, was being operated on a private flight with the pilot and one passenger on-board. While operating over Lake Jindabyne, New South Wales (NSW), witnesses observed the aircraft to depart from controlled flight and impact the lake surface. The aircraft was destroyed by the forces of the collision and the two occupants were fatally injured.

The NSW Police Service are investigating this occurrence. Following recovery of the aircraft wreckage, officers requested assistance from the Australian Transport Safety Bureau (ATSB) in the recovery of data from the aircraft's electronic flight instrumentation systems (EFIS). To protect the information supplied by the NSW Police Service to the ATSB and investigative work undertaken to assist the police service, the ATSB initiated an investigation under the Transport Safety Investigation Act 2003.

The EFIS was sent to the ATSB's technical facilities in Canberra for examination. The examination established the existence of relevant data on the EFIS and a download procedure was developed and tested successfully.

On 24 November 2011, a technical specialist from the ATSB attended the Cooma Police Station and provided assistance and guidance to the police in their download of the EFIS equipment. The data was successfully recovered and was retained by the police service.

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Released in accordance with section 25 of the Transport Safety Investigation Act 2003.

The ATSB has completed its examination and analysis of the damaged tailrotor blade from the helicopter that went missing near Manus Island, Papua New Guinea on 13 February 2011.

On 13 February 2011, a Eurocopter AS350 helicopter, registered P2-PHL, was reported missing during operations over the Bismarck Sea, near Manus Island, Papua New Guinea. The pilot, who was the sole occupant of the helicopter, is also missing. A small amount of wreckage from the helicopter, including the damaged tailrotor blade, was recovered from the sea during search operations.

The Accident Investigation Commission (AIC) of Papua New Guinea is responsible for investigating this occurrence. As part of its investigation, the AIC requested assistance from the Australian Transport Safety Bureau (ATSB) in the examination and analysis of the damaged tailrotor blade. In accordance with clause 5.23 of Annex 13 to the Convention on International Civil Aviation, the ATSB appointed an accredited representative to assist the AIC and initiated an investigation under the Australian Transport Safety Investigation Act 2003. The ATSB provided a technical report to the AIC on the results of its examination of the tailrotor blade.

The AIC of Papua New Guinea is responsible for releasing the final investigation report on this occurrence.

Contact details for the PNG AIC are:

Mr David Inau
Chief Executive Officer
Papua New Guinea Accident Investigation Commission
Telephone: +675 311 2406 

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Released in accordance with section 25 of the Transport Safety Investigation Act 2003.

Abstract

At about 1545, on Wednesday 13 July 2011, freight train 3SP7 collided with a road-rail vehicle in the Kaleentha to Menindee section of track, located in western New South Wales (NSW). The road-rail vehicle, a Toyota Landcruiser station wagon, was extensively damaged. The lead locomotive of train 3SP7, NR4 incurred only minor damage and after effecting repairs at the incident site the train continued through to Port Augusta en route to Perth. There were no injuries and no damage to fixed infrastructure.

On 12 July 2011, a Robinson Helicopter R22 BETA II, registered VH-HSW, departed the rural property "Tinnenburra", about 90km SW of Cunnamulla, Queensland, for a local cattle mustering flight.

The take-off was delayed due to another operational matter and the pilot reported feeling distracted and under time pressure to commence the flight.

Shortly after commencing mustering, the pilot initiated a descent to move the cattle away from a fence line. Following the descent, and while focusing on the cattle, the pilot noticed a powerline near the helicopter skid but was unable to avoid the wire. After colliding with the powerline, the pilot could not maintain control of the helicopter and it impacted the terrain.

The pilot sustained serious injuries, and the helicopter was seriously damaged.

The aircraft operator has previously looked into a wire alerting system using the onboard GPS. They are continuing to examine ways in which this technology could be incorporated into their operation.

At 0706hrs a protection officer obtained a track occupancy authority from the network controller at Junee to carry out work on the track between the 271.000 km - 271.900 km near Fish River, NSW within the Yass to Joppa Junction track section. The protection officer had also identified that train 8938 had passed his worksite. At 0710hrs the network controller realised that another train (8138) was within the track section and contacted the driver of train 8138 to stop. The train stopped about 11km from the worksite. There were no injuries. The ATSB has commenced an investigation into the incident.

Discountinuation:

Section 21 (2) of the Transport Safety Investigation Act 2003 (TSI Act) empowers the Australian Transport Safety Bureau (ATSB) to discontinue an investigation into a transport safety matter at any time. Section 21 (3) of the TSI Act requires the ATSB to publish a statement setting out the reasons for discontinuing an investigation.

On 10 July 2011, the ATSB commenced an investigation into a safeworking irregularity incident that occurred at about 0706 Eastern Standard Time on 10 July 2011 near Fish River, New South Wales.  Examination of the information collected during the investigation identified that the occurrence had significant similarities to aspects of other occurrences being investigated by the ATSB as part of the  safety issue investigation of rail operations on the interstate rail line between Sydney and Melbourne (RI-2011-015).  

Accordingly the ATSB decided to examine the Fish River occurrence as part of the broader safety issue investigation and the separate RO-2011-010 investigation was discontinued.

On 7 July 2011, a Skywest Airlines operated Fokker B.V. F28 MK 0100 aircraft, registered VH-FNU, departed West Angelas mine site on a charter passenger flight to Perth, Western Australia.

While in the cruise, the copilot reported feeling pain in his lower abdomen. The pain continued to increase during the flight until he was unable to continue his flight duties. Soon after, the copilot became unconscious. After regaining consciousness, he reported feeling ill and nauseous, with continued pain. The senior cabin crew member assisted administering oxygen to the copilot, locking his shoulder harness in place, and moving his seat rearwards. The copilot's pain and nausea persisted for the remainder of the flight. Despite remaining conscious, he did not resume his flight duties.

After landing, the copilot was transported to hospital, being released about 2.5 hours later. The copilot was further examined by a Designated Aviation Medical Examiner, who determined that he had most likely suffered an aggravated acute gastric event.

Flight crew incapacitation may be subtle, or sudden, partial or complete; it may be due to the effects of a pre-existing medical condition, the development of an acute medical condition, or some physiological event. It is important that pilots not only know what incapacitation is and how to avoid it, but how to respond when faced with such an event.

Preliminary report released 7 July 2011

This preliminary report details factual information established in the investigation’s early evidence collection phase and has been prepared to provide timely information to the industry and public. Preliminary reports contain no analysis or findings, which will be detailed in the investigation’s final report. The information contained in this preliminary report is released in accordance with section 25 of the Transport Safety Investigation Act 2003.

At 2102 Eastern Standard Time on 7 June 2011, an Airbus A320 aircraft, registered VH-VNG and operated by Tiger Airways, was on an approach to runway 27 at Melbourne Airport, Victoria. Air traffic control (ATC) had cleared the flight crew of the aircraft to descend to 2,500 ft. Shortly after, the aircraft's track was seen on the ATC radar to descend to 2,000 ft. ATC notified the flight crew, who climbed the aircraft to 2,500 ft, continued the approach and landed.

What happened

On 9 May 2011, the pilot of a Robinson Helicopter Company R22 Beta II helicopter, registered VH-DSD, was conducting mustering operations 83km north-west of Julia Creek, Queensland. The helicopter was operating in close proximity to the ground when drive to the rotor system was lost resulting in a high rate of descent at the point of impact. The pilot was fatally injured.

What the ATSB found

The ATSB found that the two v-belts that transfer torque from the engine to the rotor system had failed. The damage to the forward v-belt indicated that it had partially dislodged from the drive sheave, resulting in significant damage to the belt. At some point the v-belt fragmented, compromising the redundancy of the belt-drive system. Once the rear v-belt failed, all drive to the rotors was lost.
As a result of the drive failure and operating conditions at the time, the pilot was faced with the need to conduct an autorotative landing from a low altitude and at minimal speed. As a consequence, there was limited time for the pilot to recognise the condition, respond accordingly, and for the autorotation to develop. This situation resulted in a high rate of descent at the point of impact.

What has been done as a result

Although no organisational or systemic issues that might adversely affect the future of aviation operations were identified, the importance of the correct installation and maintenance of the drive system and v-belts in R22 helicopters, and their operation within the stipulated power limits was reaffirmed. ATSB safety advisory notice AO-2011-060-SAN-001, which was issued as part of the preliminary factual report into this occurrence, reinforced the need for continued vigilance by operators and maintenance organisations regarding the routine inspection of the R22 drive system.

Safety message

Pilots and operators should pay particular attention to the installation, maintenance, and inspection of R22 drive belts and other components of the helicopter’s drive system. In the event of an aircraft malfunction, pilot proficiency in emergency situations and particularly autorotations is especially important.

Preliminary report released July 2011

At 2302 Eastern Standard Time on 30 June 2011, an Airbus A320 aircraft, registered VH-VNC and operated by Tiger Airways, conducted a missed approach procedure after an unsuccessful approach to land on runway 18 at Avalon Airport, Victoria. The flight crew contacted air traffic control (ATC) and was directed to climb to 3,000 ft and, after further discussion, to position as required to return to Avalon for a landing on runway 36. During that re-positioning, the flight crew left the assigned altitude without clearance and descended to 1,600 ft, which was below the minimum safe altitude for that area of 2,000 ft. The aircraft landed on runway 36.