Collision with terrain

On Saturday 7 April 2012 at around 1830 EST, an Airborne XT912 micro-light aircraft, registered 32-7581, impacted a tree and windmill approximately 2.2NM from Cootamundra airport. The force of the impact and subsequent fire fatally injured the two occupants.

Recreational Aviation Australia (RA-Aus) is assisting the New South Wales police service with their investigation of this occurrence. In response to a request for assistance from RA-Aus officers, and in accordance with the provisions of the Transport Safety Investigation Act (2003), the Australian Transport Safety Bureau initiated an External Investigation to facilitate the technical examination of an airspeed indicator instrument recovered from the accident aircraft.

Examination of the instrument has been completed and a report on the findings forwarded to RA-Aus on 4 September 2012.

Contact details for RA-Aus are www.raa.asn.au 

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

At 1314:47 hours the pilot reported that he was ready to descend and was cleared by Cairns ATC to "descend to 4000 feet, not below DME steps". He was requested to report approaching 4000 feet on descent and to advise his in-flight conditions at that time. The pilot read back "four thousand, not below DME steps" and ATC requested him to confirm that the aircraft's DME had "locked on" again. The pilot replied "affirmative and indicating four niner DME".

At 1326:21 hours Cairns ATC requested the pilot to report DME distance, but there was no reply. Further attempts to establish radio contact with the aircraft were unsuccessful. Search and Rescue action was initiated and at 1625 hours a ground party reported finding the wreckage of the aircraft on the southeastern side of Mt. Bellenden Ker.

Examination of the wreckage did not reveal any evidence of unserviceability or malfunction of the aircraft which might have contributed to the accident.

What happened

On 1 May 2012, the pilot of a Piper PA 25-235/A9 (Pawnee) aircraft, registered VH-GWS, was conducting agricultural operations from a local airstrip near Hallston, Victoria. Shortly after take-off, the aircraft collided with terrain near the base of a gully and was destroyed by a post-impact fire. The pilot was fatally injured.

What the ATSB found

The aircraft likely sustained a partial power loss shortly after take-off, resulting in an inability to continue climbing or maintain altitude. Damage sustained during the accident and post-impact fire prevented an identification of the specific reasons for the power loss. The ATSB also found that operation of the aircraft over hilly terrain probably limited the pilot’s emergency landing options and increased the severity of the terrain impact following engine power loss.

What's been done as a result

The investigation did not identify any organisational or systemic issues that might adversely affect the future of aviation safety.

Safety message

Some of the circumstances surrounding this accident are highlighted in the ATSB research report AR-2010-055: Managing partial power loss after take-off in a single-engine aircraft. Pilots and aircraft operators are encouraged to consider the topics covered in that report, which may assist in reducing the risks associated with partial or complete power loss after take-off. In addition, pilots are reminded that the timely dumping of any aircraft payload where possible can assist in improving aircraft performance and may provide additional options for a safe outcome.

At about 1200 Central Standard Time on 18 April 2012 at the Nyirripi aircraft landing area (ALA) Northern Territory, a Cessna Aircraft Company 210 (Centurion), registered VH-TWP (TWP), was seriously damaged while attempting to land. The supervisory pilot was seriously injured and the pilot in command under supervision sustained minor injuries.

On landing, the aircraft ballooned twice. The supervisory pilot took control of the aircraft with the intent of recovering from the balloon to a normal landing. A gust of wind caused the aircraft to yaw significantly to the left, the supervisory pilot applied full power to go-around, but the aircraft did not climb. He then rolled the aircraft into a 30º right bank to remain over clear ground, closer to the runway.

Realising that the aircraft was going to impact the ground, the supervisory pilot rolled the wings level. The aircraft impacted fairly hard and skidded about 100 m before coming to rest north of the runway and about 600 m from the threshold.

The aircraft operator has issued guidance notes to all flight crew regarding windshear recognition and recovery, as well as a reminder of information in the procedures manual.

This accident demonstrates that should an approach become unstable, conducting a go-around early may be the safest course of action. A Bureau of Meteorology Research Centre report noted that not all dust devils are visible and that they pose a major hazard to light aircraft during landing.

On 13 April 2012, at about 1440 Eastern Standard Time, a Guimbal Helicopters Cabri G2 helicopter, registered VH-ZZT (ZZT), collided with terrain at Camden Airport, New South Wales. On board the helicopter was an instructor and a student.

The Guimbal Cabri G2 is a two-seat helicopter manufactured in France. It features a 7-bladed fenestron in place of a conventional tail rotor and a 3-bladed main rotor, which rotates clockwise when viewed from above. It received the European Aviation Safety Agency’s Type Certificate in December 2007.  ZZT was the first of the type to be registered in Australia.

The student was undergoing type endorsement training. The instructor simulated a jammed right yaw control pedal forward emergency in the hover.

The instructor then demonstrated a recovery procedure from the simulated emergency.  During the demonstration a rate of decent developed, which was assessed to be too fast.

The instructor attempted to abort the manoeuvre by increasing collective, applying full throttle to increase the rotor revolutions per minute and full right pedal to counteract the left yaw. The helicopter rotated to the left through several full rotations at an increasing rate.  The instructor was unable to recover the rotor RPM nor arrest the left yaw or left roll that developed.

The helicopter collided with terrain in a left skid-low, nose-high attitude.  The student suffered minor injuries and the helicopter was seriously damaged.

This accident highlights that different helicopter types have their own specific handling characteristics; and that pilots should be familiar with the emergency procedures prescribed in the flight manual and the immediate actions to be performed to ensure a successful outcome.

Aviation Short Investigation Bulletin - Issue 12

On 7 January 2012, while operating in the vicinity of Carterton, New Zealand, a Cameron Balloons A-210 hot-air balloon, registered ZK-XXF, contacted power lines and caught fire before colliding with terrain.  The 11 occupants were fatally injured.

The Transport Accident Investigation Commission (TAIC) of New Zealand is responsible for the investigation of this occurrence.  On 14 March 2012, the TAIC formally requested the assistance of the Australian Transport Safety Bureau (ATSB) in the recovery of data from a damaged GPS receiver found at the accident site.

The ATSB successfully recovered the accident data from the GPS receiver. This data and a technical report have been sent to the TAIC of New Zealand to assist its ongoing investigation. The TAIC is responsible for releasing a final investigation report regarding this occurrence.

• TAIC website: www.taic.org.nz

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

What happened

At about 0910, on 11 April 2012, an Ayres Corporation S2R-G10 Thrush aircraft, registered VH-WDD, collided with terrain in a fallow wheat field about 36 km north-west of Moree, New South Wales while on a ferry flight from St George, Queensland to Moree. The owner-pilot was fatally injured, and the aircraft was destroyed by impact forces and an intense fuel-fed fire.

What the ATSB found

The ATSB found that the aircraft departed controlled flight, and the pilot was unable to recover before impact with the ground. On the basis of the evidence available to the ATSB, it was not possible to determine with any certainty the reasons for the loss of control.

There was no evidence of any mechanical fault with the aircraft that could have contributed to the accident. A number of other possible factors could not, however, be completely discounted: pilot incapacitation; aircraft handling, such as to avoid a bird or flock of birds or other deliberate manoeuvring by the pilot; or a mechanical problem which could not be identified during the post-accident site and aircraft examinations.

Although it did not contribute to the accident, an issue was identified with the potential to affect the safety of agricultural operations in S2R-G10 Thrush aircraft in Australia. The aircraft’s permitted load-carrying capability, based on its published maximum take-off weight, was very low in comparison with other agricultural aircraft types. The aircraft type’s operational history indicated that it could be operated at higher loads, but the absence of a more practical published weight limit increased the risk of pilots flying at weights where the aircraft had not been fully tested for safety.

What has been done as a result

In June 2012, Statewide Aviation, the Australian distributor for Ayres aircraft, in consultation with the Civil Aviation Safety Authority, commenced developing a Supplemental Type Certificate (STC) for some Ayres Thrush variants. This STC would permit an increase in the aircraft's maximum take-off weight, and is expected to be available to Thrush owners in October 2013.

Safety message

Although the investigation did not determine why the aircraft departed controlled flight, the potential for the operation of the emergency cut-off lever in Garrett-engined Thrush aircraft to prevent significant control difficulties in the event of a serious engine or propeller problem was highlighted.

On 29 August 2011, the Papua New Guinea Accident Investigation Commission (AIC) requested technical assistance from the Australian Transport Safety Bureau (ATSB), in the recovery of information from the global positioning system (GPS) and several engine and flight instruments from a MBB BO-105 aircraft that impacted terrain 5 km south of Timini, Morobe Provence, Papua New Guinea, on 8 August 2011. The pilot and two passengers on-board the aircraft were fatally injured in the accident.
 
The AIC is responsible for investigating this occurrence. 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.
 
Examination of the GPS was commenced with the intent of downloading the GPS data, however the data was unrecoverable due to the absence of the memory device (chip) containing the GPS data for the accident flight. The flight and engine instruments were examined for evidence of indicating pointer contact marks on the instrument face. Support and information was provided to the AIC during the course of the investigation and the ATSB's Technical Analysis Reports were provided to the AIC.
 
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.

On 21 February 2012, a Robinson Helicopter Company R22 Beta helicopter, registered VH-HRY, collided with terrain 95 km south-west of Springsure aircraft landing area (ALA), Queensland. The pilot was the only person on board and was not injured. The helicopter was seriously damaged.

While en route from a private helicopter landing site near Springsure to Beauchamp Station, the pilot decided to land to close a gate and identified a suitable landing area located nearby. On approach to the landing area, the helicopter made an uncommanded turn to the right; the pilot immediately applied left pedal and forward cyclic to arrest the rotation. The rotation slowed with the helicopter facing downwind. The helicopter contacted the ground and rolled over.

This accident highlights the dramatic and rapid effect that a loss of 'yaw axis' directional control resulting from loss of tail rotor authority (LTA) or loss of tail rotor effectiveness (LTE) can have on helicopters.

During the morning of 3 January 2012, the pilot of a Robinson Helicopter Company R22 helicopter, registered VH-FHR, was conducting low-level aerial work along the Dutton River, 45 km east-north-east of Richmond Aerodrome, Queensland. The pilot was the sole occupant. At about 1130 Eastern Standard Time, when at about 20 to 30 KIAS and 250 ft above ground level, the pilot felt a 'kick' to the helicopter and the machine suddenly yawed to the left. Shortly after, a second 'kick' and yaw occurred, followed by the sounding of the low rotor RPM warning horn. The pilot entered autorotation and attempted to recover forward airspeed with the little height he had at the time.

The pilot was unable to arrest the helicopter's rate of descent before the machine impacted the sandy riverbed heavily and rolled onto its right side. A post-impact fire commenced immediately, but the pilot was able to egress with minor burns. The helicopter was seriously damaged on impact and subsequently destroyed by the post-impact fire.

The 'kicks' and yaw experienced may have been due to environmental effects such as the effect of the gusting and swirling winds and mechanical turbulence.

This accident highlights the need for helicopter pilots to be mindful of conducting operations with a combination of forward airspeed and altitude which may place the machine in the 'avoid' area of the respective height velocity diagram.

Helicopter pilots who regularly fly at low altitude may consider the benefits afforded by the wearing of helmets and additional personal protective clothing and equipment.