On 26 April 2011, a Beech Aircraft Corporation A36 (Bonanza) aircraft, registered VH-CKX, departed Geraldton on a charter passenger flight to East Wallabi Island (in the Abrolhos Islands group), Western Australia.

When on final approach, the pilot reported that the aircraft was about 50 ft lower than normal, but he was not concerned. Soon after, the pilot glanced to the left at a maritime channel marker for about 2-3 seconds to ensure separation with the aircraft was adequate. The pilot then looked back at the runway and realised that the aircraft was too low. He immediately applied rearward pressure on the control column in an attempt to clear sand dunes. The aircraft collided with the sand dunes and bounced, before landing 50-60 m along the runway.

As a result of this occurrence, the aircraft operator has advised the ATSB that they have incorporated a checklist into their check and training procedures that details the assessment requirements when determining a pilot's competency for operating at the Abrolhos Islands.

This accident demonstrates the importance of establishing and maintaining the desired approach path by simultaneously adjusting the aircraft's power setting and attitude. It also highlights the unexpected nature of distractions and the impact they can have on aircraft operations.

On 3 March 2011, a Tiger Airways operated Airbus Industrie A320-232, registered VH-VNG (VNG) and a Pilatus Aircraft Ltd PC-12/45, registered VH-FMP (FMP), were on approach to Alice Springs Airport, Northern Territory. Both aircraft were operating under instrument flight rules (IFR).

The Alice Springs tower was closed, giving the pilots responsibility for organising their own separation. Both flight crews provided a number of updated estimates for their arrival into Alice Springs during the approach. The pilots of VNG estimated their position to be established on finals at time 11 (1941 CST) and FMP estimated their position established on the Instrument Landing System (ILS) at the same time. The conflict between the estimates was not initially recognised by either crew.

As both aircraft approached the initial approach fix, the potential conflict was realised, and separation was organised. During the separation manoeuvring, the pilot of FMP turned towards VNG, and a Traffic Collision Avoidance System Resolution Advisory warning was activated. The pilots of VNG conducted a missed approach and FMP continued the turn behind VNG.

Tiger Airways have conducted a risk assessment on operating into non-towered aerodromes. As a result of that assessment, they have rescheduled all Alice Springs flights so that they operate within active tower hours. They have also made a policy decision that flights will not be scheduled into CTAF aerodromes outside of tower hours for all future schedule developments.

On 18 April 2011 at about 1320 Eastern Standard Time, the pilot of Eagle Aircraft DW-1 bi-plane aircraft, registered VH-FTB (FTB), departed the Ingham authorised landing area (ALA) to conduct aerial agricultural work about 28 km to the south.

During the second application run, FTB impacted a tree with the right lower wing leading edge. The tree was void of foliage and stood to the foreground of other leaved trees, making it difficult to see from ground level.

The pilot was able to control FTB and fly the aircraft to an adjacent field where it landed in an upright position. On contact with the ground, FTB cart- wheeled before coming to rest. The pilot sustained serious injuries to the head, back and right leg. The aircraft was seriously damaged.

The accident highlights the inherent risks associated with operating at low-level, the need for quick decision making and the importance of adequate safety equipment.

On 24 April 2011, at about 1816 Eastern Standard Time, a Robinson Helicopter R44, registered VH-RUR, with a pilot and one passenger on board, collided with the sea off the northern headland of Lilli Pilli Bay, New South Wales.

The helicopter was being flown after last light and was on approach to a helicopter landing site when the accident occurred. The pilot was not approved, nor was the helicopter equipped, to fly at night.

The occupants escaped from the helicopter after the impact with the water. A witness to the accident assisted the pilot onto nearby rocks but the passenger was fatally injured.

The investigation did not identify any organisational or systemic issues that might adversely affect the future safety of aviation operations. However, the accident does provide a timely reminder of the importance of appropriate flight planning and informed in-flight decision making.

During a scenic charter flight and while operating at low level, the pilot of a Kavanagh Balloons E‑210 hot-air balloon, registered VH-OTZ, was unable to arrest the balloon's descent and initiate a climb in time to avoid powerlines, requiring an emergency descent and landing. The balloon landed hard in a paddock with the basket not orientated correctly to the direction of flight. It bounced, dragged and inverted along a distance of 60 m, resulting in injuries to the occupants and minor damage to the basket.

The investigation identified a minor safety issue, in that the procedural and guidance framework for commercial balloon operations generally did not provide a high level of assurance in regard to the safe conduct of low flying. Action by the Civil Aviation Safety Authority will, once in place, adequately address that safety issue. In addition, the operator of the balloon revised the content of its operations manual.

The Australian Transport Safety Bureau (ATSB) has completed its download and replay of the cockpit voice recorder (CVR) from a Bombardier DHC-8-311 aircraft, registered ZK-NEQ. The work was conducted on behalf of the Transport Accident Investigation Commission (TAIC) of New Zealand, in support of their investigation into the failure of the aircraft's nose landing gear, and subsequent diversion to Woodbourne Aerodrome, New Zealand, on 09 February 2011.

The TAIC is responsible for investigating this occurrence and requested assistance from the ATSB to download and replay the CVR. To facilitate the ATSB's involvement, an accredited representative was appointed to the investigation, in accordance with clause 5.23 of Annex 13 to the Convention on International Civil Aviation.

To protect the CVR audio and other information supplied by the TAIC, the ATSB initiated an investigation under the Transport Safety Investigation Act 2003. The CVR was downloaded at the ATSB's technical facilities in Canberra and a copy of the recovered audio was provided to the TAIC on 16 February 2011. A download and replay of a CVR fitted to ZK-NEZ was also carried out at the ATSB on 16 Mar 2011 to assist the investigation.

The TAIC is responsible for releasing a final investigation report regarding this occurrence.

Contact details for the TAIC are available at www.taic.org.nz

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

On 2 April 2011, a Robinson Helicopter Co R44, registered VH-HXB (HXB), departed Orange, New South Wales on a private flight to a property in Macquarie Fields, 27 km south-west of Sydney Airport.

Approaching 30 NM (55 km) west of Sydney Airport, the pilot noticed the cloud cover increase. He climbed on top of the cloud and lost visual contact with the ground. He inadvertently flew into controlled airspace and was contacted by Air Traffic Control (ATC).

The Controller requested weather reports from other aircraft in the area and directed the helicopter to the north, east and then south of Sydney trying to find a hole in the cloud. About 30 minutes after the initial contact with ATC, the pilot saw a break in the cloud and was able to descend below the cloud base.

The helicopter landed at a private property in Macquarie Fields 10 minutes prior to last light. The pilot was not rated to fly at night.

During the event, two arriving aircraft and ten departing aircraft from Sydney Airport were affected.

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 1 April 2011, the ATSB commenced an investigation into an operational event that occurred at about 1910 Eastern Daylight-saving Time on 29 March 2011 involving a Bombardier DHC-8-402 aircraft, registered VH-QOP. The initial report indicated that, during the descent into Canberra, at an altitude of about 9,000 ft, a turn was commenced in preparation for the approach. During the turn, the aircraft bank angle was reported as approaching 45º, before returning to normal.

The ATSB conducted an analysis of the aircraft's flight data recorder, and along with crew interviews, identified that the maximum bank angle in the turn was 40º. The crew did not receive a 'bank angle' warning from the aircraft's enhanced ground proximity warning system (EGPWS). The crew interviews also indicated that the pilot flying was very experienced.

The ATSB's primary focus is on enhancing safety with respect to fare-paying passengers and, in particular, those transport safety matters that may present a significant threat to public safety or are the subject of significant public concern. The ATSB therefore directs considerable attention to identifying systemic failures in the aviation, marine, and rail modes of public transport.

The ATSB considered there was limited potential to enhance transport safety by continuing this investigation, and has elected to discontinue it. However, the data already collected may be used by the ATSB for future statistical analysis and safety research purposes.

On 2 April 2011, a Robinson Helicopter Company R44 Raven 1, registered VH-HUL, was conducting charter operations from a helicopter landing site at the Lorn Reserve on the east bank of the Hunter River, near Maitland, New South Wales. The helicopter had been positioned on flat ground, facing NE, 23 m south of three overhead 11kv power conductors that spanned the river next to the Belmore Bridge.

On the second flight of the day, the pilot commenced hover checks at the landing site having observed a gradual wind change from the SE to the SW before the flight. The pilot had used the trees on the eastern bank of the Hunter River as a visual cue and saw the wind gusting straight across the river from a SW direction.

After completion of the hover checks, the pilot flew the helicopter forward and commenced a left U turn to face the river. At about 50 ft above ground level, the helicopter was caught in a southerly wind gust and drifted towards the 11kv conductors. As the pilot turned the helicopter south, one of the main rotor blades severed a power conductor. After hearing a loud noise and feeling a slight shudder, the pilot landed back at the Reserve.

One of the severed conductors fell onto a safety railing on the Western side of the Hunter River. The ensuing electrical discharge resulted in a full thickness burn to the leg of a three-year-old child in contact with the railing, about 156 m south of the bridge.

As a result of this occurrence, the aircraft operator has introduced and documented new processes and completed a number of amendments, to their operations manual and safety manual relating to HLS/ALA procedures, pilot qualifications and HLS Records.

Preliminary report released 28 June 2011

The information contained in this Preliminary report is released in accordance with section 25 of the Transport Safety Investigation Act 2003 and is derived from the ongoing investigation of the occurrence. Readers are cautioned that new evidence will become available as the investigation progresses that will enhance the ATSB's understanding of the accident as outlined in this Preliminary report. As such, no analysis or findings are included in this report.

Abstract

At about 1308 on 28 March 2011 a collision involving freight train 7SP3 and a track mounted excavator occurred near Jaurdi, Western Australia.

The train driver sustained a minor injury. There was significant damage to the lead locomotive and the excavator, and minor damage to the track as a result of the incident.