Collision with terrain

On the afternoon of 2 December 2009, while being operated on an approach to a private airstrip near Boorowa, NSW, a 'Taylor Monoplane' ultralight aircraft, registered 28-3506, collided with terrain after striking power lines. The pilot, who was the sole occupant of the aircraft, was fatally injured.

On 6 December 2009, a 'Pipstrel Spider' microlight aircraft, registered 32-4391, being operated on a private flight with two persons on-board, collided with terrain during a local flight near Yarrawonga, Vic. Both occupants sustained fatal injuries.

Recreational Aviation Australia Inc (RA-Aus) is assisting the NSW & Vic. police (respectively) in their investigations of these accidents. Recreational Aviation Australia Inc (RA-Aus) requested assistance from the Australian Transport Safety Bureau (ATSB) in the recovery of information from portable Global Positioning System (GPS) units recovered from both accident sites.

To protect the information supplied by RA-Aus to the ATSB and investigative work undertaken to assist RA-Aus, the ATSB initiated an investigation under the Transport Safety Investigation Act 2003 (TSI Act). The ATSB completed its recovery of data from the Lowrance® Airmap 500 portable GPS receiver (serial No: 50086640) and the Garmin® GPS Map 296 portable GPS receiver (serial No: 10D003804), and provided the data to RA-Aus in the interests of transport safety, under the provisions of section 61 of the TSI Act.

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

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

On 12 October 2009, a 'Boorabee' ultralight aircraft, registered 19-1418, being operated on a private flight from Renmark, Vic. to Casino, NSW, impacted the ground approximately 37 km west-south-west of Hay, NSW. The pilot, who was the sole occupant of the aircraft, was fatally injured. In assisting the NSW Police in their investigation of this accident, Recreational Aviation Australia Inc (RA-Aus) requested assistance from the Australian Transport Safety Bureau (ATSB) in the recovery of information from a portable Global Positioning System (GPS) unit recovered from the accident site.

To protect the information supplied by RA-Aus to the ATSB and investigative work undertaken to assist RA-Aus, the ATSB initiated an investigation under the Transport Safety Investigation Act 2003 (TSI Act). The ATSB completed its recovery of data from the Garmin® GPS72 portable GPS receiver (serial No: 82377157) and provided the data to RA-Aus in the interests of transport safety, under the provisions of section 61 of the TSI Act.

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

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

Preliminary report released 30 October 2009

At about 1130 Western Standard Time on 3 October 2009, the pilot of an Air Tractor Inc. AT-502 aircraft, registered VH-ODP, took off from a paddock on a property about 5 km north-east of Wickepin, WA to conduct agricultural spraying operations. A short time later, the owner of the property discovered the wreckage of the aircraft, which had impacted the ground in an inverted attitude, fatally injuring the pilot. There were no witnesses to the accident.

On 25 September 2008, the pilot of a Bell 206L4 helicopter, registered P2-HBC, was conducting sling loading operations in the vicinity of Lake Murray, Papua New Guinea. While conducting a vertical lift, a witness reported hearing a 'different noise' from the helicopter's engine, before observing the pilot jettison the load. The witness then observed the helicopter oscillating from side to side, yawing to the left and then descending through the tree canopy to impact the ground. The pilot was fatally injured and the helicopter seriously damaged.

This accident is being investigated by the Papua New Guinea Accident Investigation Commission (AIC) in accordance with its obligations under Annex 13 to the Convention on International Civil Aviation. The AIC requested the Australian Transport Safety Bureau's (ATSB's) assistance with their investigation by providing forensic engineering examination of a small selection of instruments and some fuel system detritus recovered from the accident helicopter.

The ATSB subsequently received and examined a fuel quantity gauge, turbine outlet temperature (TOT) gauge and an annunciator panel from the helicopter's instrument cluster. Various marks and observations evident on the components were documented and analysed with respect to the possible relevance of those markings to the accident event. In addition, a small sample of dried material from the internal surfaces of the fuel filter check valve that was provided by the AIC was examined and found to be characteristic of the biopolymer films produced by microbial growth.

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

On 5 August 2009, an Airborne Edge Trike microlight aircraft was being operated as sports aviation from the owners private airstrip. The aircraft departed from the private airstrip for a planned flight approximately 10 nm to the north. When the aircraft did not arrive at its destination, a search was initiated by friends. The aircraft wreckage was located approximately 0.65 nm from the threshold of the airstrip. The pilot, who was the sole occupant of the aircraft, was fatally injured.

In assisting the Victorian Police in their investigation of this accident, Recreational Aviation Australia Inc (RA-Aus) requested assistance from the Australian Transport Safety Bureau (ATSB) in the recovery of information from a portable Global Positioning System (GPS) unit recovered from the accident site. To protect the information supplied by RA-Aus to the ATSB and investigative work undertaken to assist RA-Aus, the ATSB initiated an investigation under the Transport Safety Investigation Act 2003 (TSI Act).

The ATSB completed its recovery of data from the Garmin® GPS V portable GPS receiver (serial No: 7304194) and provided the data to RA-Aus in the interests of transport safety, under the provisions of section 61 of the TSI Act.

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

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

On 2 July 2009, the pilot of a Robinson Helicopter Company R22 Beta II, registered VH-OML, was conducting solo circuit training from the Gold Coast Aerodrome, Queensland. Weather conditions in the area at the time were fine, with light and variable winds.

At about 1015 Eastern Standard Time, the helicopter impacted terrain near the southern aerodrome boundary. The pilot was fatally injured and the helicopter seriously damaged.

There was no evidence of a pre-existing mechanical problem with the helicopter. The pilot had extensive previous experience in aeroplanes and the flight was his sixth solo helicopter flight towards his Private Pilot (Helicopter) Licence. The investigation found that the accident may have been a function of the pilot's control inputs.

As a result of this investigation, the helicopter operator has made a number of changes to their induction process, including the annotation in company records of instructors' ratings and their respective validity periods. In addition, the Civil Aviation Safety Authority has advised that it will review the requirements for initial pilot training and endorsement and recurrent training on Robinson R22 helicopters. Included will be a review of the Helicopter Flight Instructor's Manual to ensure that the required competencies are being covered by flight instructors and trained to students.

The Australian Transport Safety Bureau has issued a Safety Advisory Notice suggesting that operators consider action to ensure the validity of pilots' qualifications and ratings, and that competency standards are met.

On 24 June 2009, the pilot of a Robinson Helicopter R22 Beta II, registered VH-HXO, departed Mareeba, Queensland on a private flight to Uaroo, Western Australia (WA) as the helicopter had been contracted to an operator for aerial mustering tasks. After an overnight stay at Alice Springs, Northern Territory, the pilot departed for Uaroo on 25 June 2009. The last known stop for the pilot was the night of 25 June 2009, at Newman, WA. After refuelling, the pilot departed sometime during that night. The following morning, after the expected arrival time of the helicopter, and after several attempts to contact the pilot, Australian Search and Rescue commenced a search for the missing helicopter. The wreckage was located about 120 km west of Paraburdoo, WA. The pilot was fatally injured as a result of the accident.

The investigation found no evidence of a pre-existing mechanical problem with the helicopter. After consideration of the available evidence, the investigation concluded that the accident may have been a function of the pilot's control inputs, possibly resulting from pilot fatigue, carburettor icing, night flight, or a combination of these factors.

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 need for pilots conducting private operations to consider the impact of fatigue; particularly, during a long flight over a number of days, as was the case in this occurrence.

Preliminary report released 28 September 2009

At about 1730 Eastern Standard Time on 17 August 2009, a Cessna Company U206G aircraft, registered VH-KVT, was being operated on a local flight on a property 81 km north-east of Winton, Qld. The pilot was the only person on board. Following a steep dive, the aircraft collided with flat, open terrain in a steep nose-low attitude, resulting in serious damage. The pilot received fatal injuries.

Preliminary report released 18 September 2009

This accident is being investigated by the Papua New Guinea Accident Investigation Commission (AIC) in accordance with its obligations under Annex 13 to the Convention on International Civil Aviation. The AIC requested the Australian Transport Safety Bureau (ATSB) to assist their investigation by providing investigator support, information and technical advice and facilities support.

In accordance with paragraph 5.23 of Annex 13, the ATSB appointed an Accredited Representative and a number of advisors to the Accredited Representative (ATSB investigators) to assist the AIC during the on-site phase, in the technical examination of a number of recovered aircraft items and components, and as requested by the AIC during the remainder of the investigation. In addition, the ATSB supported the AIC in the development of its Preliminary Factual Report. An abstract drawn from that report follows:

At about 1055 local time on 11 August 2009, the pilot of a De Havilland DH-6 Twin Otter (Twin Otter) aircraft, registered P2-MCB, reported departure from Jacksons Aerodrome, Port Moresby on a charter flight to Kokoda, Papua New Guinea. On board the aircraft were two crew and 11 passengers. The weather in the area was forecast to include isolated showers and thunderstorms, with areas of rain. In addition, significant layers of cloud were forecast from 800 ft above ground level to 18,000 ft, with isolated embedded Cumulo Nimbus cloud within those layers.

The pilot's estimated time of arrival at Kokoda was 1120.

The flight service operator for the area made a number of attempts to contact the pilot by radio in order to advise of other traffic but without success. At 1135, another of the company's aircraft that was in the area advised flight service that the Twin Otter had not arrived at Kokoda.

At about 0810 on 12 August 2009, a search aircraft detected an emergency locator transmitter signal and, shortly after, visually identified aircraft wreckage on the eastern side of the Kokoda Gap, about 6 NM (11 km) south-east of Kokoda Aerodrome.

The aircraft had impacted steep, heavily-timbered terrain in a near-level attitude and was seriously damaged. The aircraft occupants were fatally injured.

The investigation is continuing and will include:

• examination of the items that were recovered from the accident site
• review of the relevant operational documentation
• review of the aircraft's weight and balance
• review of the forecast and actual weather conditions at the time of the occurrence
• conduct of a number of interviews with relevant persons and organizations
• review of the relevant risk controls and potential organisational influences that may have contributed to the development of the occurrence.

A full copy of the Papua New Guinea Accident Investigation Commission report titled Aircraft accident interim report involving DH-6. P2-MCB near Kokoda on the 11 August 2009 (File ref AS.09.1005) is available from the link on the right.

Any media enquiries in respect of the AIC report should be directed to:

Mr David Inau
CEO, Accident Investigation Commission
Telephone: +675 311 2406
Email: ceoaicpng@hotmail.com

Address:  
Accident Investigation Commission    
PO Box 1790, Boroko
National Capital District
Port Moresby, Papua New Guinea

On 21 December 2007, an Evektor Sportstar, Recreational/ Light Sport Aircraft registration 24-4148 was involved in a fatal accident 12 km SE of Bindoon ALA. Recreational Aviation Australia (RA-Aus) staff commenced an investigation into the occurrence. Three Global Positioning System (GPS) units were recovered from the accident site.

On 9 April 2008, RA-Aus requested technical assistance from the Australian Transport Safety Bureau (ATSB) to recover the data from the GPS units. No analysis of the data by the ATSB was sought by RA-Aus. To protect the information supplied by RA-Aus and the investigative work undertaken to assist RA-Aus, the ATSB initiated an investigation under the Transport Safety Investigation Act 2003.

Data was successfully recovered from all three GPS units in May 2008 by ATSB Technical Analysis staff and subsequently provided to RA-Aus investigators.

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