There has been an aircraft accident. Debris from the wreckage is scattered throughout a 200-metre radius. Tragically, the aircrafts crew and its passengers have been fatally injured. The sound of sirens permeates the scene as police and ambulance services attend. Soon, media representatives arrive to speculate as to its causes with cameras poised to document the wreckage. That this could happen so suddenly and wreak such devastation strikes at the heart of many people. An occurrence like this is always associated with a sense of urgency to understand its underlying features. But aircraft…

The final report of the accident involving Qantas B747-400 VH-OJH at Bangkok, Thailand on 23 September 1999 concluded our most important investigation of an accident involving an Australian registered jet aircraft. The investigation was one of the most comprehensive and exhaustive ever conducted by the ATSB (or its predecessor the BASI). Investigator In Charge, Mike Cavanagh, reports on the investigation itself. The Australian Transport Safety Bureau released its report on the Qantas B747-400 runway overrun accident at Bangkok International Airport on 23 September 1999 on 25 April 2001…

ATSB's air safety investigator, Mike Watson, in his unique style, discusses the insidious dangers of carburettor icing. The aircraft was on short final for runway 29L when the pilot made a brief Mayday call. The aircraft was then observed to land in a car-yard, short of the runway. Both occupants managed to evacuate without injury. The pilot later reported that the engine did not respond when an increase in RPM was required, as the aircraft was undershooting the approach. The aircraft subsequently collided with a fence, short of the runway. Weather conditions at the time were conducive to…

The ATSB receives around 15,000 notifications of aviation occurrences each year; 8,000 of which are accidents, serious incidents and incidents. It is from the information provided in these notifications that the ATSB makes a decision on whether or not to investigate. While further information is sought in some cases to assist in making those decisions, resource constraints dictate that a significant amount of professional judgement needs to be exercised. There are times when more detailed information about the circumstances of the occurrence would have allowed the ATSB to make a more informed…

Each year, 'responsible persons', as defined in the Transport Safety Investigation Regulations 2003, Part 2.5, provide the Australian Transport Safety Bureau (ATSB) with reports on aviation accidents and incidents, collectively termed occurrences. These reports are used by the ATSB to assist with the independent investigation of occurrences and for identifying safety trends. This report provides aviation occurrence data for the period 1 January 1999 to 31 December 2009. The data contained herein is dynamic and subject to change pending the provision of new information to the ATSB. The data…

This report tables rail safety occurrence data by state and territory between 1 January 2001 and 31 December 2009. Data is adjusted biannually to reflect new information that comes to light during the reporting period. There is a lag period of approximately 3 to 4 months between the end of the 6-monthly reporting period and publication of this data. The data is presented as counts, and normalised using kilometres travelled and number of track kilometres. Data presented in this report conforms to ON-S1: Occurrence Notification Standard 1 (2004) and OC-G1: Occurrence Classification…

The aviation industry has been slow to acknowledge the risks associated with ground operations. While most occurrences on airport aprons and taxiways do not have consequences in terms of loss of life, they are often associated with aircraft damage, delays to passengers and avoidable financial costs to industry. The focus of this report is to examine ground occurrences involving high capacity aircraft operations. This report examines occurrences involving ground operations and foreign object debris that occur at Australian airports which receive high capacity aircraft. It uses occurrence and…

The ATSB receives around 15,000 notifications of aviation occurrences each year; 8,000 of which are accidents, serious incidents and incidents. It is from the information provided in these notifications that the ATSB makes a decision on whether or not to investigate. While further information is sought in some cases to assist in making those decisions, resource constraints dictate that a significant amount of professional judgement needs to be exercised. There are times when more detailed information about the circumstances of the occurrence would have allowed the ATSB to make a more informed…

Forty-four per cent of all accidents and over half of fatal accidents between 1999 and 2008 were attributed to private operations. These figures far surpassed the proportions for any other flying category, even though private operations contributed to less than 15 per cent of the hours flown in that decade. This report aims to identify the factors contributing to fatal accidents in private operations and how these factors differed from non-fatal accidents. This was achieved through exploring common occurrence types (what happened), contributing factors (why the accident happened),…

A significant proportion of all occurrences reported to the Australian Transport Safety Bureau (ATSB) involve aircraft striking wildlife, especially birds. This report provides aviation birdstrike and animal strike occurrence data for the period 1 January 2002 to 31 December 2009. It also describes the results of an ATSB survey of aerodromes concerning current wildlife control measures. Reported birdstrikes have been generally increasing since 2002. In 2009, there were 1,340 birdstrikes reported to the ATSB. For high capacity aircraft operations, reported birdstrikes have doubled from 2002 to…