Three killed in South Australia Helicopter crash

[Heliringer]

Three killed in SA helicopter crash - ABC News (Australian Broadcasting Corporation) (http://www.abc.net.au/news/2011-08-18/helicopter-crashes-at-lake-eyre/2845962)

Three people have died in a helicopter crash at Lake Eyre in South Australia's far north.

A person at an outpost station reported the helicopter going up in flames on Thursday evening.

Police say the helicopter went down about 150 kilometres north-west of Marree.

An outback tour operator says four boats have gone to assist at the crash site near the Cooper Creek outlet.

The Australian Transport Safety Bureau is co-ordinating the response to the crash.

Herald Sun (http://www.heraldsun.com.au/news/more-news/three-killed-in-helicopter-crash-at-lake-eyre-in-south-australias-far-north/story-fn7x8me2-1226117756539)

THREE people have died in a helicopter crash at Lake Eyre.

William Creek pilot Trevor Wright said the he believed the helicopter was being used for aerial photography and video and flying near the edge of Lake Eyre when it crashed before 7.30pm.

He said the occupants were planning to land and meet a group of people on the edge of the lake for dinner in the early evening.

''When the helicopter didn't turn up they became anxious and sent out a search party on foot, then they found the wreck,'' Mr Wright said

He said news of the victims had spread around the William Creek community.

''Everyone in the local community knows about it and is distraught it's an aviation community,'' he said.

''It's incredibly upsetting for this to happen. We really feel for the families of the victims.''

The police helicopter is flying to the scene, which is 146km north north west of Marree and 142km north east of William Creek on the eastern side of Lake Eyre.
Three killed in Lake Eyre chopper crash while team was conducting aerial photography | News.com.au (http://www.news.com.au/breaking-news/helicopter-crashes-into-lake-eyre/story-e6frfku0-1226117764260)




THREE people have died in a helicopter crash beside Lake Eyre in South Australia.

William Creek pilot Trevor Wright said the he believed the helicopter was being used for aerial photography and video and flying near the edge of Lake Eyre when it crashed sometime yesterday before 7.30pm (CST).

An ABC spokesman meanwhile has confirmed there was an ABC crew working in a helicopter in that area.

Mr Wright, who could not confirm who the occupants were, said the crew was planning to land and meet a group of people on the edge of the lake for dinner in the early evening.

The site is 146km north north west of Marree and 142km north east of William Creek, on the eastern side of Lake Eyre.
"When the helicopter didn't turn up they became anxious and sent out a search party on foot, then they found the wreck," Mr Wright said

He said news of the victims had spread around the William Creek community.

"Everyone in the local community knows about it and is distraught it's an aviation community," he said.

Ground patrols and the police helicopter are making their way to the scene.

However, a police spokeswoman said the remote location and weather conditions were making it difficult to reach the site

[Garfs]

Very sad indeed. I hear it happened near the Cooper inlet. Another sad day

[onetrack]

South Australian Police are not expected to arrive at the crash location, because of its remoteness, and poor WX conditions, until 2:00AM, Central Australian Time. It's not stated whether this is a ground party or air party.

South Australia Police News (http://www.sapolicenews.com.au/)

This is very sad news, and I think numerous people are awaiting the names of the victims with some trepidation.

[Heliringer]

Do ABC have a helicopter based in SA or is this a local SA company on charter?

Journey to the Lake Country (http://www.accidentallyoutback.com.au/galleries/journey-to-the-lake-country)

[CharlieOneSix]

The Australian has published the following online:

Early this morning the ABC confirmed that among the passengers on its chopper was journalist Paul Lockyer and cameraman John Bean.

The helicopter was being flown by Gary Ticehurst, the founder and principal of Film Helicopters Australia, who has been contracted to fly ABC staff since 1980.
Just awful.

[RVDT]

More from "The Australian" (http://www.theaustralian.com.au/business/media/grave-fears-for-abc-crew-after-crash/story-e6frg996-1226117801552) 3 hours ago.

Hard to get the head around.

THE Australian Broadcasting Corporation fears that one of its helicopters crashed last night in South Australia's remote northeast, with grave concerns the three staff members on board have been killed.

South Australian police were this morning attempting to make their way to the site of the crash, which occurred east of Lake Eyre shortly after 7.30pm.

They confirmed three people died after the helicopter went down northwest of Marree and 140km north east of William Creek on the eastern side of Lake Eyre.

An ABC spokesman confirmed last night they had lost contact with a news crew that was filming at Lake Eyre.

"We have not been in contact with them," ABC communications director Mr Mick Millett said.

"We are deeply worried."

Police were unlikely to reach the crash site until early this morning and were being hampered by its remote location and bad weather conditions.

Early this morning the ABC confirmed that among the passengers on its chopper was journalist Paul Lockyer and cameraman John Bean.

The helicopter was being flown by Gary Ticehurst, the founder and principal of Film Helicopters Australia, who has been contracted to fly ABC staff since 1980.

His company is considered Australia's leading film and television aerial production specialist. Its website boasts that Ticehurst has "vast experience, flying helicopters for more than 30 years, and has more than 14,000 chopper hours supporting the film and television industry both in Australia and internationally".

"Film Helicopters Australia offers highly experienced pilots with the ability to carry out low level filming operations, provide aircraft ranging from helicopters to other specialist aircraft and co-ordinate and fly all and varied "on camera' aircraft sequences," it continues.

With more than 39 years' experience in journalism, Lockyer is one of the ABC's most experienced reporters. Corrigin-born, Lockyer started at the ABC's Perth office in 1969 where he did his ABC radio and TV news cadetship. From 1979, he spent the next nine years as a foreign correspondent in Jakarta, Bangkok and Washington and as the ABC's Asia Correspondent based in Singapore.

Lockyer was one of the first journalists to report on the full extent of the Khmer Rouge atrocities in Cambodia and the flight of boat people from Vietnam. He spent much time in the early 1980s covering the troubles in Central America.

After 11 years at the Nine Network in Sydney, he rejoined the ABC in 1999 as Olympics Reporter for TV News to cover the Sydney Games. His reporting efforts at the Olympics earned him a Logie award as most outstanding TV News Reporter in 2000. He later led the ABC TV News coverage of the Athens Olympics in 2004 and reported on the Beijing Olympics, in 2008, for The 7.30 Report.

Between the Olympics, Lockyer has provided extensive coverage of rural issues, particularly the extensive drought. Those efforts earned him a Centenary Medal in 2003 and he was twice awarded the NSW Farmers Mackellar Media prize for coverage of rural issues.

He spent much of 2005 presenting Western Australia's 7:00pm ABC TV news, before returning to Sydney to fulfil a number of presentation and reporting roles for ABC TV News and Current Affairs, including the dramatic rescue of two miners from Tasmania's Beaconsfield gold mine. Of late he has focused on rural issues, particularly the water crisis confronting the nation.

Cameraman Bean, based in Queensland, is also one of the ABC's most experienced hands with more than 22 years at the broadcaster. In that time he has worked in news and for 7.30, News 24, Landline, Australian Story, Catalyst, The New Inventors, Gardening Australia, Art Nation and for the Australia Network.

He also filmed documentaries Return To Lake Eyre and After The Deluge

http://resources2.news.com.au/images/2011/08/19/1226117/795218-110819-abc-crash.gif

[R.OCKAPE]

RIP mate...

[John Eacott]

Tragic: RIP, Gary.

[mickjoebill]

As of 0500hrs EST, ABC TV news confirming crew as Paul Lockyer, John Bean and Gary Ticehurst as being killed, two bodies "found".

As of 0600EST (time of this posting) more tempered reports that three believed killed with police on scene saying they are not looking for survivors.


Two men were also killed in an ultralight crash in Queensland yesterday, (Aug 18th)
This follows two deaths on Monday during a fixed wing Angel Flight, truly a shocking week for Australian aviation community.

Do ABC have a helicopter based in SA or is this a local SA company on charter?

ABC reports say it was a Sydney based aircraft, they have used the Sydney based ABC AS355F2 VH-NTV, for shooting docs in the area in the last 18 months.

Shocking.
Local ABC Radio Adelaide have extended coverage and reports, link to live stream here
ABC Adelaide - Australian Broadcasting Corporation (http://www.abc.net.au/adelaide/)

ABC TV weather forecaster "not wanting to pre-empt any investigation":confused: says weather in the area was light winds light clouds at 3000ft with no storm activity.

Rex Ellis, an outback tour operator has given an interview on ABC radio. He spent the afternoon with the crew who were filming his outback tour. He says they took off from at 1900hrs. He says it was dark but weather was clear. (full moon was not yet up he says)
He says the aircraft took off, then circled them them went low and disappeared behind dunes, moments later there was glow. He says it didn't look like a normal flight.
They took to their boats and reached the crash site one hour later.

Cindy Mitchell is owner of the farm that the crew were enrout to, she said on ABC TV interview in response to a question regarding poor weather, "no the weather was fine".

Mickjoebill

[Peter3127]

I did not know Gary but had the pleasure of meeting him on two occasions after the Sydney to Hobart of 1998 where his airmanship contributed greatly to the rescue of the survivors of the Winston Churchill. On both of those occasions Gary revealed himself to be a most engaging and humble man who was very generous of his time. He was of course the very definition of the professional rotary pilot.

Personally, it was meeting Gary that inspired me to learn to start the long process of saving to learn to fly helicopters. In a sad irony that training started this month. May he rest in peace.

[Gin Rummy]

Sorry to hear this. Expected Gary to be around forever.

[Nigel Osborn]

Third tragic accident this week. As the accident is said to have happened at 7.30 pm, I wonder if they flew into a big flock of large waterbirds that live there now the lake has water.

RIP

[John Eacott]

Latest eyewitness report (http://www.abc.net.au/local/stories/2011/08/19/3297282.htm):

Journalist Paul Lockyer, pilot Gary Ticehurst, and cameraman John Bean are believed to have been killed in a helicopter crash in the far north of South Australia last night. Local tour operator Rex Ellis told 891 Breakfast he had just farewelled the trio when he said there appeared to be problems shortly after the helicopter's ascent.

The helicopter had taken off from Cooper Inlet, 140km north of Maree, when the problems occurred.
"It went pretty low, on the other side of the river, and then briefly went out of sight on the other side of the dunes and then we didn't hear anything."
Taking off just after 7:00pm, Rex said the chopper had circled and flew for less than a minute before it quickly descended.
"We just saw a glow and we realised something pretty bad had happened."
Rex and the other witnesses alerted the Royal Flying Doctor Service and the police as they quickly travelled across the river in boats.
"It took us about an hour to get to the scene, but it was too late to do anything for them."
ABC Managing Director Mark Scott said the team had been working on a news and feature project at the time of the accident.
He described the men as 'the best of the best' in their fields.
South Australian police have confirmed the location of two deceased persons in the wreckage of the crash, with the search continuing this morning to locate the third person believed to have been in the helicopter.
Mr Scott said police were not expecting survivors from the crash.
He said he had spoken with the families of the staff last night and expressed how much their husbands and fathers meant to the ABC, with his thoughts, love and prayers with the families.
SA Police said official confirmation of the names of those who died in the crash would not be made until later in the day.

[John Eacott]

For those who didn't know Gary, the ABC have his obituary, here. (http://www.abc.net.au/news/2011-08-19/gary-ticehurst-obituary/2846498)

http://www.abc.net.au/news/image/2846944-3x2-700x467.jpg

Gary Ticehurst has been the ABC’s lead helicopter pilot since the mid-1980s and is one of the most experienced media pilots in Australia.

In almost 40 years as a chopper pilot, Ticehurst logged more than 16,000 hours of flying time.

Ticehurst, who was 60, is survived by his wife Therese.

The Sydney to Hobart yacht race was a constant in Ticehurst’s career with the ABC. Every year he brought stunning pictures to the ABC’s TV audience and enabled radio reporters to close in on the action.

But during the tragic 1998 race, Ticehurst did more than just cover the race - he played a significant role in the rescue of 14 crew members from stricken yacht Business Post Naiad, which lost a skipper and crew member.

The yacht Stand Aside was the first to fall victim to the wild weather, with Ticehurst's chopper among the search and rescue crew.

"You could see the huge waves ... it was just an amazing sight," Ticehurst told CNN in a 2002 interview.

"I'm used to flying through weather fronts, but this was sitting like a whirlwind, and here was Stand Aside in the middle of this with half its roof missing," he said.

Six men died during the Sydney to Hobart, but a total of 55 were rescued.

Stephanie Hagger from Marine Search and Rescue remembers Gary’s contribution vividly.

"Incredible man, big heart ... Gary’s piloting during that [rescue] was incredible," she said.

The yachting community has also paid tribute to Ticehurst, describing him as a wonderful character and "fearless pilot".

"He made a great contribution to the Sydney to Hobart race and yachting in general, because of his ability to to get close and capture those moments of drama at sea," Sydney to Hobart spokesman Peter Campbell said.

"And of course, he played a vital role in the search and rescue in 1998 in the gale, he was out there spotting boats and relaying their position. Then again in the rescue of the upturned yacht Skandia, he was very much involved in that.

"He was instrumental in finding the positions of various yachts, he was out above the water in terrible conditions ... he did make a very important contribution by relaying messages and that sort of thing.

"He was an outgoing personality."

He was the embodiment of the hundreds of people who work so hard behind the scenes to bring ABC News to audiences across Australia.

His skill brought stories to life and while his efforts were invisible to the public, they were hugely valued by his colleagues.

http://www.abc.net.au/news/image/2846534-3x2-700x467.jpg

[Frontline]

Any info on helo crash? Understand ABC chartered aircraft out of Adelaide...

[onetrack]

This is most certainly tragic news. Paul Lockyer, a member of the Lockyer families from the Corrigin wheat & sheep farming region, 220kms SE of Perth, W.A., came from a family line that were W.A. pioneers, farming pioneers, popular and well liked.
I am quite familiar with them, having ties with the Corrigin region via family and business, and having lived and worked in the area for many years. Max Lockyer, who I am pretty sure, was Pauls grandfather, was a pioneer on White Wells Station at Ninghan, and his son Ted moved to Corrigin to farm after WW2.
Max was a flight engineer during WW2, and typical of most country West Australians, was resourceful, independent, possessed great initiative, and was exceptionally skilled with mechanical ability.
Paul read the evening ABC news in Perth for many years, and was particularly well-liked.

White Wells Station history .. The Charles Darwin Reserve Community History - Australian Bush Heritage (http://www.bushheritage.org.au/cdr_history/social/homestead.html)

I am also saddened to hear of the loss of the pilot and cameraman, neither of whom I knew, but it's obvious they were skilled veterans of their trades and also commanded respect, and were also well-liked. This is indeed a black week for aviation.

[hkgmjq]

ABC news crew dead in helicopter crash (http://www.smh.com.au/entertainment/tv-and-radio/abc-mourns-news-crew-killed-in-helicopter-crash-20110819-1j0n7.html)

[hoofie]

..and on the banner page underneath there is an advert for Lake Eyre flights - I know it's automatic but come on.:ugh:

[FullOppositeRudder]

Any accident is a tragedy. This one especially so since the persons involved were widely known and respected throughout Australia, with long and distinguished careers in their respective fields.

Investigators head to ABC chopper crash site - Paul Lockyer, John Bean and Gary Ticehurst: Remembering three of the ABC's finest (Australian Broadcasting Corporation) (http://www.abc.net.au/news/2011-08-19/investigators-head-to-abc-chopper-crash-site/2847074)

It would appear that the machine involved was VH-HVT, but that is circumstantial. Reports suggest that the wreckage is spread over a wide area and that fire was involved. The site is also in a very remote location.

A sad day indeed.

Correction: The aircraft was not HVT but NTV. Apologies for the error. :sad:

[lurker999]

the herald sun website has a pic and video of the crash site.

there isn't much left and what is left is very burnt.

[Brian Abraham]

The scene - photos by Trevor Wright of WrightsAir.

http://i101.photobucket.com/albums/m56/babraham227/ab.jpg
http://i101.photobucket.com/albums/m56/babraham227/abc.jpg

[Epiphany]

Another friend gone. I first met Gary when he was on an exchange posting to the AAC in Germany then again when I moved to Australia and we met at various heliports along the East Coast over the years. He gave me much good advice and friendship. Great pilot and a good man. RIP Gary, you will be missed.

[rickyknee]

It was most definately VH-NTV,...the AS355 from Sydney. RIP

Film Helicopters Australia (http://www.filmhelicoptersaustralia.com/)

[Savoia]

http://static.guim.co.uk/sys-images/Guardian/Pix/pictures/2011/8/19/1313736322847/ABC-news-team-feared-dead-007.jpg
ABC helicopter crash: pilot Gary Ticehurst, reporter Paul Lockyer and cameraman John Bean are all feared dead


Ticehurst, a well-known media pilot, had worked for the ABC for more than 25 years. Bean, a Brisbane-based cameraman, had worked throughout Australia, the Pacific and in Washington in a 20-year career at the broadcaster.

The ABC's managing director, Mark Scott said: "This has been the longest of nights and we fear it will be the saddest of days."

Australian news team feared dead in ABC helicopter crash | World news | guardian.co.uk (http://www.guardian.co.uk/world/2011/aug/19/abc-helicopter-crash-no-survivors)

lemonchiffon

[Nigel Osborn]

The TV news tonight said the investigation could take a year which doesn't surprise me looking at the burnt out remains.

[Mitch Vernon]

Condolences to Gary's family & friends.

Gary was a larger than life character in the indusrty. He will be missed.

Mitch

[Savoia]

Nigel, I see you've suggested a flock of birds as a consideration in the cause of this tragedy. Brave chap for, as you know, Rotorheads harbours a clear divide between speculators and non-speculators. Personally, I believe the consideration of potential factors surrounding such incidents to be only natural among professional aviators - while of course awaiting the facts prior to drawing any conclusions.

Since the wx was fine in the area at the time then that isn't a consideration but, looking at the surrounding terrain it shouldn't have been an issue even though it was after last light and dark.

On a side-note, those who have been in the industry a while will know that the rotary-wing community suffers more losses than just about any other branch of professional aviation. A sad reality which I hope will one day change.

[Big_Johnno]

Unfortunatly it brings back sad memories of another simiar accident about 29 years ago when the crew of a news chopper were killed near Lang Lang in Victoria when their Bell 206 suffered LTE. Investigation: 198202438 - Bell Helicopter 206B , VH-AJD, Lang Lang, Victoria, 7 January 1982 (http://www.atsb.gov.au/publications/investigation_reports/1982/aair/aair198202438.aspx)

My Best Wishes go out to the families of those killed in such a tragic accident. Gary Ticehurst was a well known and well respected member of the aviation community. May he Rest In Peace.

[Kulwin Park]

On Channel 7 News tonight, an eyewitness from the tour group says there was a fireball underneath the helicopter before it went down behind the sand dunes. If that is correct, and thinking of a Squirrel design, could it be a faulty fuel pump that caught fire? Or something like that? Unsure what equipment that ABC machine had fitted underneath it, or what fuel system is like on a twin squirrel?

[John Eacott]

KP, I think that the 'eyewitnesses' reports are changing daily, if not hourly, and different channels and newspapers are cherrypicking a report that suits them. Very early days to be forming opinions :(

The ABC have this report (http://www.abc.net.au/news/2011-08-20/investigators-head-to-lake-eyre-crash-site/2848102) today:

Investigators have begun the grim task of sifting through the helicopter wreckage in the South Australian outback where three of the ABC's most-respected newsmen died on Thursday evening.

Journalist Paul Lockyer, cameraman John Bean and pilot Gary Ticehurst died after their chopper crashed near Lake Eyre while they were working on news and feature projects in the region.

The trio were remembered earlier today at a memorial service in the South Australian town of William Creek, where about 100 people paid their respects.

Prior to the crash they were interviewing tourists on a small island near Lake Eyre. After taking off, witnesses reported seeing the helicopter making an unusual manoeuvre before dropping out of sight.

The Australian Transport and Safety Bureau says it will take several days search through the wreckage about 150 kilometres north-west of Marree.

The bureau's Joe Hattley says four investigators who travelled to the site this morning are methodically sorting through the debris.

Mr Hattley says the investigators are looking at parts including the engines and helicopter rotor blades.

"They'll try and determine what components might be useful for the ATSB to bring back for further examination and they'll also conduct a site map to try and to determine how the helicopter came to the ground," he said.

"We'll also be looking for any embedded electronic devices. Helicopters like this carry devices such as GPS equipment, that sort of thing. If we're fortunate we can download the information and get an idea of the track and altitude and where the helicopter was going.

"We're always hopeful that we'll get enough evidence to tell us what the nature of the accident was."

The bureau's Richard Batt says getting to the remote site has been a logistical nightmare, but the team is well-experienced.

"We have a team with investigators with a background as pilots, operational investigators, also aircraft engineers, technical specialists, so a full range of expertise will be bought to the investigation," he said.

"The team are well-experienced and quick to cope with the conditions that they'll find."

South Australia Police Assistant Commissioner Neil Smith says burned wreckage was spread over a wide area at the remote crash site.

He says heavy rainfall in the area had made it difficult for local officers to reach the site and removing the bodies would be difficult.

It could take a year before the cause of the crash is known.

The ABC has been granted special permission to fly the Australian flag at half mast at its offices around the country as a sign of mourning.

William Creek, which is an air base for flights over the lake, held a memorial service for the trio as part of events to mark the official opening of the air strip.

Outback pilot Trevor Wright spoke at the service, which was attended by about 100 people in the remote region.

He extended his sympathies to the families of Lockyer, Bean and Ticehurst and to the broader ABC. "Our thoughts are with you," he said.

He spoke with affection about the trio. "They were very well respected ... and to see this number of people turn up is just fantastic," he said.

Earlier, Mr Wright said Lockyer was highly regarded amongst locals for his role in highlighting rural issues.

"Paul was at home whether he was in the city or the bush... he had a fantastic rapport with everyone," he said.

"It was a tragic accident and [given] his relationship with Lake Eyre and William Creek, we feel it's fitting that we have this memorial service for him."

A priest from Coober Pedy led the service, which was attended by locals, pastoralists and those in the town.

The experienced ABC crew had been working on news and feature projects in the region when their Sydney-based chopper went down.

Tributes flow
Yesterday, ABC managing director Mark Scott said the ABC feared the worst and paid tribute to the men, who he called "three news gatherers at the peak of their craft".

"These guys loved getting out and about and finding great Australian stories and bringing them to the Australian people," he said.

"That's what they've been doing the last few days and their loss would be a terrible loss to all of us here."

On Friday morning John Bean's wife, Landline reporter Pip Courtney, said he was "the most wonderful husband a girl could wish for".

"Devastated, broken, I will be lost without him," she said in a statement.

"I fell in love with him on the road and adored working with him. He was so, so talented, I loved watching him at work. So privileged. I can't believe he's gone. Our families are devastated."

Lockyer's wife Maria also issued a statement.

"For 38 years Paul has been my soul mate, a loving husband and father and a loyal friend to many. He will be in our thoughts every day," she said.

The family of veteran pilot Ticehurst said he was a hero.

"It’s not every day you get to meet a legitimate hero so we, his loved ones, are eternally grateful to have spent a lifetime with one," the family said in a statement.

Three of the best

Lockyer was one of the ABC's most experienced journalists with an award-winning career spanning more than 40 years locally and internationally.

He had been a correspondent in Washington, Singapore and throughout Asia and won a Logie Award for best TV reporter.

His work in recent years focused on regional and rural issues and his work on the Queensland floods this year won universal acclaim.

Ticehurst is a legend among media pilots - he has served the ABC for more than 25 years and was well liked by all who flew with him.

He had served as the lead pilot for the ABC in Sydney since the mid 1980s and was a larger-than-life figure who was known by everyone in the news room.

Brisbane-based cameraman Bean has worked for the ABC for 20 years across a diverse range of programs in news and entertainment, including international assignments.

He travelled extensively throughout Australia and the Pacific region for work and last year completed a stint in the Washington Bureau.

The tragedy is the worst to hit the ABC since four staff members died in a light plane crash west of Rockhampton in 1983.

[topendtorque]

Only met Gary once and spoke to him asking for advice on a few occasions quite some years ago. His kind words helped in formulating our discussions to achieve the Part 48 mustering dispensation which endures today, and other issues before that.

He personified a true industry representative and gentleman for whom anything was never too much trouble to attend to.

He, his cobber Dan Tyler and others steered the OZ HAA for many a year and we sure need people as such today to mentor such industry groups.

Anyone overseas would be able to tap into a replay of last nights ABC 7.30 report (http://www.abc.net.au/7.30/content/2011/s3298035.htm) for a most fitting and poignant tribute to he and his colleagues.

Deepest sympathies to all families and friends from this little corner of the world.
TET

[catseye]

TET,

I'm sure that not many people within the helicopter industry would be aware of the significant amount of work done by Gary. His calm, quiet presence and expertise combined with Dan's wordsmithing got the industry out of some serious trouble more than once.

Hope BASI can figure out what the hell happened.


A very sad day.

[Feather #3]

Gary was a great help to me when we were working to establish "flexible" airspace in the Sydney Basin. A great guy and a pleasure to fly with!

RIP

G'day ;)

[topendtorque]

Late dinner today, just happened to flick on the tv - question time in the house - suspended for a short while as messages of respect for and condolences for family and friends of Gary Paul and John from PM, Leaders of Libs and Nationals followed by speaker asking house to rise for minute of silence then a motion of condolence from the leader of house business. A high mark of respect and all exceptionally well delivered. Have to wait a week for Hansard I think?

[catseye]

provided for info not speculation.


http://atsb.gov.au/media/3457225/vh-ntv%20accident%20site.jpg

[Arm out the window]

Full respect for the dead and credit to them for their achievements.

However, and without trying to start any kind of argument, I can't help feeling that the politicians commenting in parliament and on TV about the tragedy are doing so at least as much for PR reasons as for their sincere personal feelings on the matter.

[FullOppositeRudder]

Preliminary ATSB report is here (http://www.atsb.gov.au/publications/investigation_reports/2011/aair/ao-2011-102.aspx).

Not a lot so far, but the usual sold foundation for a further more extensive report in about 30 days is laid.

f_o_r

On 18 August 2011, Aérospatiale Industries AS355F2 (AS355) helicopter, registered VH-NTV (NTV), was operating in an area south-east of Lake Eyre, South Australia (SA). On board were the pilot and two passengers. The helicopter landed on an island in the Cooper Creek inlet, about 145 km north of Marree, SA at 1715 Central Standard Time.

At about 1900, the pilot departed the island to take the occupants back to their accommodation at a property about 47 km north of Marree. It was reported that, soon after takeoff, the helicopter collided with terrain. The aircraft was substantially damaged and there were no survivors.

The weather conditions were reported to have been fine and clear at the time. Sunset in the area was at 1758 and the end of evening civil twilight at 1822. Moon rise was at 2158. The aircraft was equipped to conduct operations at night under the visual flight rules.

The ATSB dispatched a team of four investigators to the site. Due to the remote location, the on-site examination was unable to commence until 20 August. The wreckage was located about 3 km east-north-east of the island in Cooper Creek. The examination identified all major components and extremities of the helicopter at the accident site. The wreckage trail was 60 m long and indicated that the aircraft was travelling in an easterly direction at the time of impact. Much of the wreckage was damaged by a post-impact fire.

The on-site examination is continuing and several components will be recovered from the site for technical examination. These include both engines, a number of components from the helicopter's flight control system, some of the flight instruments, and the helicopter's global positioning system unit.

In addition, a number of witnesses have been or are being interviewed, and the following data is being obtained for later examination:
the helicopter's maintenance and airworthiness records
helicopter operational information
records of the pilot's experience and medical status.
Witnesses or anyone else with information about the accident are asked to contact the ATSB on 1800 020 616.

The AS355 is a light utility helicopter powered by two turboshaft engines. The accident was the first fatal accident involving a twin-engine helicopter in Australia since 1986, and the first involving an AS355 in Australia.

At the time of the accident, there were 10 AS355 helicopters registered in Australia (including NTV). NTV was manufactured in 1988 and first registered in Australia in February 1989.

The investigation is continuing. The ATSB will be issuing a Preliminary Factual Report within 30 days of the accident.

[VH-XXX]

Big_Johnno, interesting that you brought up the Lang Lang crash. I was talking about that a month or two back. Came across a local farmer who's house they flew over moments before the crash. He reported
to the police hearing a large bang of sorts and the aircraft flying out of control shortly after. His comments were not considered anywhere in the investigation and pilot error cited as a contributor.

[Squeaks]

UPDATE August 24, 2011: A memorial service for Gary Ticehurst will be held in Sydney at Rushcutters Bay Park, near the Cruising Yacht Club of Australia, on Tuesday, August 30 at 11.30am. The service is open to anyone who would like to attend and is being held by the family and the ABC.

A reel of Ticehurst's feature film work is being compiled by Matt Graham and will be screened at the memorial service. He is trying to locate images (still or moving) of Gary and his work. If you have contributions, these can be sent to Matt Graham, who can be contacted on 0430 572 770.

Link (http://if.com.au/2011/08/22/article/Film-and-TV-industry-remembers-pilot-Gary-Ticehurst/VJOIEUFOVN.html)



On behalf of Gary's widow Theresa, daughter Michelle and son Matthew, they would like to advise CYCA members that a memorial service for Gary will be held in Rushcutters Bay Park on Tuesday 30 August 2011, commencing at 11:30am.

With the cooperation of Woollahra Municpal Council, the northern section of Rushcutters Bay Park will be open for car parking on a first come, first served basis for guests attending the memorial service from 0830 hours. Cars will need to be removed by 1800 hours.

Cruising Yacht Club of Australia (http://www.cyca.com.au/newsDetail.asp?key=5383)

[John Eacott]

A magic memorial, both in attendance and presentation. So many memories :ok:

Gary Ticehurst Memorial (http://www.abc.net.au/news/2011-08-30/gary-ticehurst-memorial/2862206)

Filling up, there was standing room only and 1,000+ in the tent. The noise level later at the CYC bar was enough to drown out even the noise of cameramen ;)

http://gallery.me.com/johneacott/103739/IMG_1085/web.jpg

[Fantome]

A most moving service - as depicted on that link.

He was in at least some respects another Les Mikey ('Duke Elegant'). His passion for his work, his compassion for those less fortunate, his ready ease with youngsters, his delight in showing them how things work - these were some of his trademarks.

Maybe the Helicopter Association in conjunction with the ABC will inaugurate an annual day of remembrance for Gary, Paul and John.

[John Eacott]

ATSB Preliminary report (http://www.atsb.gov.au/publications/investigation_reports/2011/aair/ao-2011-102.aspx) released today:

On 18 August 2011, an Aérospatiale Industries AS355F2 helicopter, registered VH-NTV, was operating in an area east of Lake Eyre, South Australia (SA). On board were the pilot and two passengers. The helicopter landed on an island in the Cooper Creek inlet, about 145 km north of Marree, SA, at about 1715 Central Standard Time.
At about 1900, the helicopter departed the island, and soon after takeoff it collided with terrain. The pilot and the two passengers were fatally injured, and the helicopter was destroyed by the impact forces and a fuel-fed fire.
The investigation is continuing.

Also the ABC News (http://www.abc.net.au/news/2011-09-16/no-cause-abc-helicopter-crash/2902186) have this report:

A month-long investigation by transport safety staff has not found a cause for an outback helicopter crash that killed three ABC staff.

The Australian Transport Safety Bureau (ATSB) has released its preliminary report but it could be up to 11 months before the final report is ready.

Paul Lockyer, John Bean and Gary Ticehurst died in the crash after sunset near Lake Eyre in South Australia on August 18.

The ATSB has checked the helicopter's major components and investigators have spoken with witnesses.

The bureau says an examination of the artificial horizon instrument has confirmed its internal gyro was working at the time.

The report says no cause for the crash has been identified at this stage.

It says the helicopter had been maintained in accordance with air frame and engine manufacturer's requirements and was allowed to fly at night.

Routine service

Both engines of the 23-year-old chopper had been removed nine days before the crash for a routine service but the craft had then flown for 15 hours with no reported problems.

A witness had reported seeing a glow coming from the helicopter before it hit the ground, but the report has ruled that out.

It concludes there is evidence a fire at the crash site happened after impact.

The chopper had been properly fuelled and the weather was fine that evening.

The helicopter hit the ground on its right side at about 90 degrees.

A GPS and other instruments from the aircraft are being examined further, as are drums the chopper had last been refuelled from.

The report says the pilot had been checked for proficiency and had a medical examination in line with aviation requirements and had no record of any problems.

ATSB Chief Commissioner Martin Dolan said it was possible the cause might never been accurately determined.

"We're not 100 per cent confident, partly because of the damage caused by the fire after the crash," he said.

"Certainly we'll be giving it our best effort. We hope we'll be able to come to a final conclusion in the report within the year."

[John Galt]

It would have been as black as it gets in the outback, no ground or moon light. what's the landing/spot light like on the 355?

[Heliringer]

Is it legal to be taking off and landing at unprepared sites at night in a news chopper?

(I'm assuming they had no nitesun or NVGs)

[havick]

Heliringer..

http://www.casa.gov.au/wcmswr/_assets/main/download/caaps/ops/92_2.pdf

scroll down and read page 5,6 and 7.

in a nutshell, there's two types of helicopter landing sites;
- Basic HLS
- Standard HLS

Basic HLS's cannot be used for night operations.

Standard HLS has a host of req's for night operations, the thing that stares me in the face with regard to this accident is did the area VH-NTV was departing from at night conform to the requirements of a standard HLS (read; lighting).

There are dispensations given to operators operate outside the bounds of the caap, usually EMS/SAR. But even then, the aircraft is equipped accordingly as well as other fuel/lighting requirements regarding to the destination etc (standard alternate minima).

I couldn't see the ABC ops manual having these dispensations, nor would the VH-NTV be fitted with the equipment required to depart from a basic HLS at night. Feel free to correct me here someone that has flown for ABC before.

[Brian Abraham]

Unfortunately a CAAP is only advisory, as the preamble says (bolding mine),
The information contained in this publication is advisory only. There is no legal requirement to observe the details as set out. The Civil Aviation Regulations detail the legal requirements that must be complied with in relation to use of areas for take-off and landing by a helicopter. While there may be a number of methods of ensuring that the requirements of the Civil Aviation Regulations are met, this CAAP sets out criteria which ensures compliance with the Regulations. The CAAP must be read in conjunction with the Civil Aviation Regulations.
Have not bothered to chase down AIP, CAR or any other regulatory/legal angle as to what landing sites require.

[havick]

Brian Abraham.

Yes, CAAPs are advisory. But they're what fuel requirements are based off etc whilst the regs just say that you must carry enough fuel for the flight as just one example.

Try explaining to the judge that you didn't follow the recommendations in the CAAP in a compensation/negligence case.

[Brian Abraham]

havick, I was just picking up on your statements
Basic HLS's cannot be used for night operations
and
There are dispensations given to operators operate outside the bounds of the caap
A CAAP is only advisory and you don't need a dispensation to not follow its advice.

AIP ENR 1.1.81.3.6 is the only "legal" reference I can find addressing this issue and it states
At night a helicopter should not take off from other than a site which conforms with the requirements specified in CAAP 92-2Once again it is a recommendation, not a must do.

In any event, the site of the take off not conforming with the CAAP recommendations had nothing to do with the subsequent accident. The take off Gary made under the conditions prevailing is a lot less demanding than one made from an oil rig at night.

[oxi]

You blokes are wankers, it's not for you to comment on this in such a way.

[havick]

So lets just do whatever we like then when we like because everything is just advisory. Without the CAAP giving further guidance for helicopter HLS's then we would largely be restricted to the same operating surfaces as that of a fixed wing. As you mentioned yourself, the AIP references the CAAP.

I would like to see an explanation in a civil suit (not necessarily this one) if not following the CAAP was a contributing factor to an accident.

I would also be interested to know what's in the ops manual of the AOC that NTV was operating under at the time.

Brian Abraham, one point I do agree with you on is that the lack of lighting may or may not have been a contributing factor to the cause of the accident. The point I am trying to make, was should they have been there in the first place? Would the result have been different if they had just overnighted with the tour group?

A further note, the dispensations I were referring to was the ability to operate below LSALT at night. There have been numerous accounts that they intended to film the campsite as they left.

** By the way, I mean no malice whatsoever. I am genuinely interested to find answers to these questions.

You blokes are wankers, it's not for you to comment on this in such a way.

Oxi Why not? Do you not chat about such things in your crew room following an accident or incident? Would you not call this website a 'virtual crewroom' for lack of a better term? Besides, can you come up with something more creative? I've been called worse than that many times.

[Brian Abraham]

For a night take off having pad lighting serves little to no purpose. Once you rotate any pad lighting is behind you ie out of sight.

[havick]

For a night take off having pad lighting serves little to no purpose. Once you rotate any pad lighting is behind you ie out of sight.

I don't dispute that for one second, that being said it does give you somewhere known to go back to should something go wrong. That being said the AIP references the CAAP. Also who knows what they were doing/planning to do after they were established airborne. I don't pretend that I have read the ops manual that they were operating to, because I haven't.

Really, there's just a lot of un-answered questions that I have.

[Squeaks]

squeaks, a mix of SA and QLD.

each operation had different requirements that could legally allow you to achieve the same outcome depending on what was in your ops manual.

The inference of CHTR is that if it was in fact a commercial operation (ie AWK as you suggest), then if they weren't filming for the leg home then I would consider that particular sector as CHTR. The crew journo/cammo are really only essential crew when that sector is an AWK sector (ie engaged in aerial filming).

I'll give you an example of a CH7 operation I have flown at where the the pilot and aircraft are on a long term contract to help explain where I'm coming from.

Lets use S.A. as an example and paint three scenarios;

Scenario 1; (boat on fire beyond Auto distance from the beach).
Scenario 2; Interview at Kangaroo island with a local.
Scenario 3; Car smash on KI (requiring aerial shots and then a stand up at the scene)

Scenario 1; no floats required (although I would put them on if they were serviceable and not being maintained)
Scenario 2; Floats definately required (as there was no aerial filming then the whole flight was considered CHTR as per that particular ops manual)
Scenario 3; no floats required for the leg there + aerial filming, but once you have landed and shutdown for the standup then floats would be required for the return leg overwater (with pax) or you could re-position the aircraft back to base so long as you were the only one on board. realistically you would throw the floats on to save the hassle.

In QLD, there's no floats fitted to the aircraft at all.

I hope that helps you understand where I'm coming from. I don't know what's in Gary's ops manual, that's why I was asking. However all 'contracted' aircraft by the networks all had a similar reference to what is AWK and what is CHTR

**I'd like to re-iterate that I'm not speculating on the actual cause of the accident (I have my own opinion which I'm keeping to myself). I still think that there wouldn't have been enough lighting for a legal departure. I also wonder if if were legal for the two pax to be on board at night in that scenario (ie not filming as you suggest, and if they were filming how could they do it below LSALT at night without a gyro cam anyway).

I've taken the lliberty of copying havick's post from D&G, as the fixed wing lack of comprehension is doing my head no good whatsoever!

havick:

I think that your Aerial Work/Charter issue is a distraction. I recall a big kerfuffle about Ambo patients negating Air Ambulance classifying themselves as Aerial Work, and endless crewroom discussions about Aerial Work continuing as AW after the filming/photography/fire fighting 'action' had finished. The aircraft still has to transit to and from the location, and IMO it remains Aerial Work until the job is finished and the aircraft tucked up for the night. Your scenarios 2 & 3 are taking interpretation of the CAR's just too far to be practical: and is it relevant to this accident?

As Brian said, even the issue of helipad lighting is a furphy: once you're airborne it is all behind you. As I said in D&G, the ATSB preliminary report indicates impact on the pilot's side at an extreme angle of bank: maybe Gary disturbed a flock of waterbirds which flew up into the helicopter, incapacitated him (no helmet) and that was all she wrote :(

[havick]

squeaks, thanks.

The above scenarios were not an interpretation of the CAR's, its precisely as what was written in that ops manual at the time. I don't know what's in Gary's ops manual so as you mentioned it could well be irrelevant anyway. It's just some food for thought that not all media operations are the same and consider AWK, CHTR, PVT etc differently and is usually reflected as such in the ops manual

[eagle 86]

Oxi,
The only w@nker here is you. I know that a number of those corresponding here have a vast amount of experience. Spatial disorientation is a very real possibility. If you don't like what you read don't open the thread.
GAGS
E86

[oxi]

You don't say I would imagine alot of us are aware of the issues associated with flying at night particulary with no clear horizon.

But this is a case of blowing your trumpet I watched as one of you guys commented on another friends accident earlier this year, "talk around the coffee pot" I think was mentioned, give me a break.

[mickjoebill]

There have been numerous accounts that they intended to film the campsite as they left.


I've seen the references in the report stating a witness overhearing them say they wanted to "have a look" at the lake.

Are there other accounts?


Mickjoebill

[eagle 86]

Oxi,
Don't see much on your profile that shows you know what you are talking about.
GAGS
E86

[Brian Abraham]

should they have been there in the first placeWhy not? Last time I checked we still lived in a free country - of course Julia may have changed the rules since then. Interested to hear any case you might make why they should not have been.
Would the result have been different if they had just overnighted with the tour groupWho can say, you know a crystal ball gazer?
it does give you somewhere known to go back to should something go wrongWhile true, however there is no reason that in the normal course of events you need to plan for such. Operations are regularly conducted from locations where a return to land at the departure point may be impossible due to the nature of the problem you have at hand.

[havick]

Oxi. I fail to understand how trying to decipher the legalities behind something being considered as 'blowing ones own trumpet'?

I take no joy in the fact that accidents have occurred, in fact the opposite.

However operating in similar environments from time to time, makes me think am I being too cautious or interpreting the regs incorrectly (at the detriment of efficiency/outcome to the client).

That's why I question the the facts around an accident offering no explanation to the cause of the accident of my own (I'm not an accident investigator).

[havick]

Why not? Last time I checked we still lived in a free country - of course Julia may have changed the rules since then. Interested to hear any case you might make why they should not have been.

I don't mean should they have been there at all. I've been there, along with a host of other pilots/crews before me. What I meant was should they have been there doing what they were doing (still to be determined) at that particular point in time (pitch black)?

Who can say, you know a crystal ball gazer?

Nope can't say that I do know one. I'm certainly not one either, I can't even see that far into the future of what I'm having for dinner tonight.

I think I've said enough now anyway. Hopefully a few more people can answer my questions without simply thinking that I'm bashing the deceased. That was never my intention, and I hope other people like Oxi don't interpret it that way.

[Brian Abraham]

What I meant was should they have been there doing what they were doing (still to be determined) at that particular point in time (pitch black)?We have no idea of what they planned enroute to their known destination - a cattle station for dinner. The fact that it was a black, black night has no bearing on their right to be there doing what ever it was they were doing.

[John Eacott]

Gary's ashes are being scattered from 'Wild Oats' starting today, during this week's Sydney to Hobart, Courier-Mail article (http://www.couriermail.com.au/sport/sydney-hobart-race-fleet-pauses-to-honour-1998-hero-gary-ticehurst/story-e6frep5o-1226230168835)

THEY have been rushing round all week preparing their boats and crews for the rigours of a tough Sydney to Hobart but sailors have stopped in their tracks to pay an emotional tribute to one of their own.


Skippers, navigators, crews and officials all undertook a minutes silence at the compulsory race briefing at the home of the race south, the Cruising Yacht Club of Australia, for helicopter pilot Gary Ticehurst ysterday.

Described as the "Guardian Angel'' of the Sydney to Hobart fleet, Ticehurst died this year in a horrifc crash involving ABC colleagues Paul Lockyer and John Bean in the outback.

The popular pilot, who knew the majority of sailors heading south this year, will have his ashes scattered during the race off the Sydney to Hobart favourite Wild Oats.

Ticehurst played a vital role in the deadly 1998 race, helping with the rescue of numerous sailors and was a well know sight flying over the fleet for two decade.

"He was so loved by everyone. It is quite overwhelming,'' said Ticehurst's wife Therese.

The high-tech supermaxis Wild Oats and Loyal remain on track to vie for the line honours in the 67th Rolex Sydney to Hobart which starts Boxing Day it is boats half their size who could steal their thunder in the chase for the coverted overall win.

[Peter3127]

As a veteran of of many Sydney to Hobart races, I can assure you all that Gary was a comfort to all whose horizon he darkened at any time of day. You felt safe when Gary flew over.

As a student pilot I can only hope that I can ever have one tenth of Gary's skill and experience.

Thoughts to Teresa and family.

[John Eacott]

A recently made video tribute:

lrgCxdDX4Kw

[CYHeli]

Update from the ATSB,
Update 26 November 2012
The Global Positioning System (GPS) data that was recovered from the accident site indicates that the helicopter took off normally, before being established on a heading of 035 °M at 1,500 ft above mean sea level (AMSL). After maintaining 1,500 ft for 17 seconds, the helicopter commenced a gradual turn to the right and started to descend. The descending right turn continued for about 35 seconds until the last GPS plot at an altitude of about 728 ft, or about 725 ft above the elevation of the accident site. The location of the accident site was consistent with a continuation of the recorded flight path.
The Australian Transport Safety Bureau (ATSB) is examining various scenarios to explain the helicopter’s flight path, including spatial disorientation and pilot incapacitation. As part of these activities, the ATSB has arranged for simulations to be conducted of the flight by external agencies. Given the time required to conduct and analyse these simulations, the final report is now not expected to be released until the first quarter of 2013.
Although the reasons for the flight path have not yet been determined, the ATSB is concerned about the conduct of visual flight rules (VFR) flights in dark night conditions – that is, conditions with minimal celestial illumination, terrestrial lighting cues or visible horizon. The ATSB is reviewing the regulatory requirements and guidance for the conduct of night VFR flights, and the training and ongoing assessment of pilot skills to conduct such flights. The ATSB is also preparing an ‘Avoidable Accidents’ educational report focussing on night VFR accidents.

[Shawn Coyle]

Given that VFR implies the ability to orient the aircraft's attitude and height by means of visual references, it's really not possible to call any night flying VFR unless you're over a well lit area (like a city).

[RVDT]

Shawn,

That's the quandary of NVFR in Australia.

Evidently it's called the Civil Aviation Safety Authority. Who knew?

[Brian Abraham]

That's the quandary of NVFR in Australia.

Evidently it's called the Civil Aviation Safety Authority. Who knew?Every thing old is new again RVDT. :(

http://www.pprune.org/rotorheads/167051-final-atsb-report-released-qld-oct03-crash-3-fatalities.html

A Bell 407 which crashed in Queensland near Mackay in October 2003, killing 3.

FACTUAL INFORMATION

EXECUTIVE SUMMARY

On the evening of 17 October 2003, an air ambulance Bell 407 helicopter, registered VH-HTD (HTD), being operated under the ‘Aerial Work’ category, was tasked with a patient transfer from Hamilton Island to Mackay, Queensland. The crew consisted of a pilot, a paramedic and a crewman. Approximately 35 minutes after the departure of the helicopter from Mackay, the personnel waiting for the helicopter on the island contacted the Ambulance Coordination Centre (ACC) to ask about its status. ACC personnel then made repeated unsuccessful attempts to contact the helicopter before notifying Australian Search and Rescue (AusSAR), who initiated a search for the helicopter. AusSAR dispatched a BK117 helicopter from Hamilton Island to investigate. The crew of the BK117 located floating wreckage, that was later confirmed to be from HTD, at a location approximately 3.2 nautical miles (NM) east of Cape Hillsborough, Queensland. There were no survivors.

Following 12 days of side scan array sonar searches, underwater diving and trawling, the main impact point and location of heavy items of wreckage were located. The wreckage was recovered and examined at a secure on-shore location.

Although the forecast weather conditions did not necessarily preclude flight under the night Visual Flight Rules (VFR), the circumstances of the accident were consistent with pilot disorientation and loss of control during flight in dark night conditions. The effect of cloud on any available celestial lighting, lack of a visible horizon and surface/ground-based lighting, and the pilot’s limited instrument flying experience, may have contributed to this accident. Although not able to determine with certainty what factors led to the helicopter departing controlled flight, the investigation determined that mechanical failure was unlikely.

The circumstances of the accident combined most of the risk factors known for many years to be associated with helicopter Emergency Medical Services (EMS) accidents, such as:

Pilot factors

the pilot was inexperienced with regards to long distance over water night operations out of sight of land and in the helicopter type

the pilot did not hold an instrument rating and had limited instrument flying experience

the pilot was new to the organisation and EMS operations.

Operating environment factors

the accident occurred on a dark night with no celestial or surface/ground-based lighting

the flight path was over water with no fixed surface lit features

forecast weather in the area of the helicopter flight path included the possibility of cloud at the altitude flown

Organisational factors

a number of different organisations were involved in providing the service

the operation was from a base remote from the operator’s main base

actual or perceived pressures may have existed to not reject missions due to weather or other reasons

an apparent lack of awareness of helicopter EMS safety issues and helicopter night VFR limitations

divided and diminished oversight for ensuring safety

no single organisation with expertise in aviation having overall oversight for operational safety

As a result of the investigation, safety recommendations were issued to the Civil Aviation Safety Authority recommending: a review of the night VFR requirements, an assessment of the benefits of additional flight equipment for helicopters operating under night VFR and a review of the operator classification and/or minimum safety standards for helicopter EMS operations.

Following the accident, the Queensland Department of Emergency Services took initiatives to implement:

increased safety standards in the Generic Service Agreements to Community Helicopter Providers (CHP) to include increased pilot recency and training requirements, a pilot requirement for a Command Instrument Rating, crew resource management training, a Safety Management System and a Safety Officer

the recommendations of the reviews associated with the aeromedical system/network

the establishment of a centralised clinical coordination and tasking of aeromedical aircraft and helicopters for Southern Queensland1, including all CHP state-wide through a centre in Brisbane, with a parallel system planned for all Northern Queensland by July 2005

the establishment of a requirement for a safe arrival broadcast for flights of less than 30 minutes duration and the nomination of a SARTIME for all flights

the revision of the standard operating procedures for helicopter emergencies to attempt to establish communication with an aircraft when lost for a maximum 5 minute period, then immediately contacting AusSAR

the establishment of a requirement for CHP to provide updated contact/aircraft details on a bi-annual basis and amend the standard operating procedures containing this information accordingly

a requirement for CHP operations to ensure sufficient celestial lighting exists for night VFR flights to maintain reference to the horizonno single organisation with expertise in aviation having overall oversight for operational safetyI wonder if that comment from the ATSB is directed at CASA. :E

The official report has been pulled from the ATSB web site.

[Arm out the window]

Given that VFR implies the ability to orient the aircraft's attitude and height by means of visual references, it's really not possible to call any night flying VFR unless you're over a well lit area (like a city).

True. The thing is, with our rules, you can fly night VFR without a visual horizon as long as you're in VMC (eg clear of cloud with the required visibility), use appropriate safety heights and can navigate with reference to ground lighting or features, using attitude indicator or AH for attitude info.

The implication is that you can fly on a no moon night with no discernable horizon, and therefore not even know you're about to go into cloud if it's dark enough!

The potential for stuff-ups is high to say the least. There aren't any mandatory instrument flying recency requirements for NVFR.

I trained in the military before goggles were commonly available, and consequently was used to dark night departures, transits and approaches to fairly basic light sources, so I know it can be done safely with the right planning and training. However, we had a strong IFR background too, which I always considered to be the ace up my sleeve if everything went pear shaped, something that many of our civilian counterparts don't have.

I'm not commenting on any of these accidents in particular, just pointing out that after relatively little training, you can legally go and do some extremely demanding flying at night in this country. By all means, have the capability, but we need to back it up with appropriately rigorous training, and I'd personally like to see all night pilots instrument rated.

[Mark Six]

Hey AOTW,
Not sure whether you already knew it but one of those people you used to do the night VFR military stuff with is now GM of Aviation Accident Investigation at the ATSB. Knowing the person involved I'd expect well informed and sensible recommendations to come out of the investigation.

[Arm out the window]

Hey M6, good to hear from you. Hope you're doing well!

I did know that he's there, hopefully what he recommends will be acted on.

I've always felt there should be more emphasis on IF skills in the civvy syllabus even for non-instrument or night rated pilots. Obviously money's a factor and the aircraft you're in might not be appropriately equipped, but it's time well spent I reckon.

[212man]

Confirms the old adage about there being nothing new in aviation.

Sound familiar? http://www.aaib.gov.uk/cms_resources.cfm?file=/4-1997%20G-CFLT.pdf

[Rocket2]

Apologise for the thread drift but wasn't it Lake Eyre where Donald Campbell broke the land speed record? If so was the crash site anywhere near where he set up his camp or stored Bluebird between runs?
Just visited his grave at Coniston & started reading Tonia's book about her life in the fast lane.

[topendtorque]

ATSB have a long way to go to restore suitable cred me thinks, although the preliminary report write up of the recent crash in the Kimberley was a good start.

I'll not comment on this accident at all other than to not discount anything and remark that we once very - very nearly bought the farm operating in search mode in a baron, dark night, full stratus cloud cover and a couple of hundred below minimas to keep under under the fog to maintain ground motor car light visibility The only other light was a small fire lit by the downed pilot and we were using the aircraft lights to direct the motor car through extremely dense middle story vegetation in a racetrack fashion, yep boring after a while, read - complacency. A very simple thing happened. The Flight director locked up on the heading bug on a routine turn and oh boy, was it close before the pilot was onto it and then recovered. I can just imagine the comments of negativity that may have ensued.

This excerpt is a good statement as well. Although the reasons for the flight path have not yet been determined, the ATSB is concerned about the conduct of visual flight rules (VFR) flights in dark night conditions – that is, conditions with minimal celestial illumination, terrestrial lighting cues or visible horizon.For my money the visible horizon is the most critical. It is strangely illogical that engagement in NVMC requires further instrumentation than that which is required for the same activity during daylight.It may not at all be a good idea to discuss on an open forum, what may have been taught to others or the techniques engaged to ensure safety of flight at night, with bugger all instruments, if you get the drift, but all of those considerations shrink violently into the deepest, darkest most terrifying corners of the mind when one contemplates attempting the same activity over a mirror still, massive lake on a starry night.


Under such circumstances and a myriad of other scenarios, just a small amount of bushfire smoke for example, AOTW's suggestion of being fulls IR capable is the only way that such flight should be contemplated after legal last light. If the light available at destination is suitable for transitioning to NVMC, so be it.

There is an example from a few years ago of a mustering pilot in western Queensland, who according to his log book engaged in dark night flights and at altitude. (I.E. well away from where he might establish and lock onto a horizon)

On his last flight he reported by radio that he had the lights of homestead outstation X in sight. After his crash and body was discovered it was also found that there was no one at homestead X and no lights on. That is, he confused an assumption of lights with the stars and had by that stage gone inverted. A terrifying ride down for him from around a couple of thousand feet for sure

. I am with all those who say full IR or not at all. At least during daylight hours one can see enough to establish your visual range.

[RVDT]

It is strangely illogical that engagement in NVMC requires further instrumentation than that which is required for the same activity during daylight.

Exactly.

Another "unique" Australian idea. The bit that is missing amongst others is "adequate celestial and/or terrestrial lighting"

[Arm out the window]

That is, he confused an assumption of lights with the stars and had by that stage gone inverted.

Scary tale, TET.

For me, that's one of the key points with the IF training - if you're under the grip of a visual illusion at night, or anywhere for that matter, if you've developed that ingrained response to get on the AI (or whatever you've got available) and get your scan going, plus you've done unusual attitude recovery training, you've got a good chance, not least because you'll probably pick errors up before they have a chance to develop into bad situations.

The fundamental thing in the NVFR training we did was that it was an IF/visual combo - all attitudes set and maintained on the AI, good instrument scan for altitudes and headings, plus a diligent lookout for traffic and your ground lights for approaches or whatever you were doing.

The natural habit pattern to set up a turn, for example, might be to look out in the direction you want to go and make control inputs while you're still looking that way, so at first it might seem unnatural to have to drag your eyes inside to the AI to make a specific attitude change. It's a whole different scan to either day VFR or full IF, and probably harder work I reckon.

[Up-into-the-air]

Report released today, with some serious implications for NVFR and IFR and Charter OPS

ABC Chopper Report | Assistance to the Aviation Industry (http://vocasupport.com/?p=2365)

[Up-into-the-air]

The following SR was attached. This has serious implications for NVFR operations [Further comments (http://vocasupport.com/?p=2365)]:

Requirements for visual flight rule flights in dark night conditions Number: AO-2011-102-SI-02

Issue owner: Civil Aviation Safety Authority Operation affected:
Aviation – All general aviation operations

Who it affects:
All aircraft operating under the night visual flight rules (VFR)

Safety issue description:

Aerial work and private flights were permitted under the visual flight rules in dark night conditions, which are effectively the same as instrument meteorological conditions, but without sufficient requirements for proficiency checks and recent experience to enable flight solely by reference to the flight instruments.

ATSB – AO-2011-102
Response to safety issue by: the Civil Aviation Safety Authority

On 18 October 2013, the Civil Aviation Safety Authority (CASA) stated that as part of the new pilot licencing rules (in development prior to August 2011), Civil Aviation Safety Regulation 61.970 will require pilots to demonstrate competency during biennial night visual flight rules assessments, which become effective in December 2013. As noted in Minimum requirements for night operations, this will certainly help maintain some pilots’ ability to a higher level than previously, but it will not ensure that the pilots are able to maintain their skills at an instrument rating standard.

CASA also advised of the following actions:

 CASA will implement a regulatory change project to study the feasibility of rule changes that provide enhanced guidance on NVFR [night VFR] flight planning and other considerations, addressing all categories of operation.
 CASA will clarify the definition of visibility as outlined in CAR [Civil Aviation Regulation] 2 to ensure the primary coincident safety issue above is dealt with.

CAR 2 defines visibility as the “ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night”. CASA will, via regulatory change project, explore the potential to add the requirement that for night visual flight rules the determination of visibility must also include the ability to see a defined natural horizon. This will in effect address the root cause of the matters outlined in the … [safety issues], as pilots will need to have a discernible horizon throughout their flight.

CASA will provide additional guidance material and advisory notes in Civil Aviation Advisory Publication (CAAP) 5.13-2:

o distinguishing the difference between NVFR / IFR and instrument conditions;
o including Certification standards for instrument and non-instrument rotorcraft; and
o emphasising the authority given by a NVFR rating.

The proposed changes project will be subject to CASA’s normal consultation requirements.

and the atsb response:



ATSB comment/action in response:

The ATSB welcomes the intent of the action proposed by CASA in response to this safety issue. In particular, the ATSB agrees that expanding what is meant by the term ‘visibility’ at night to include the requirement for a visual horizon will help ensure that pilots operating under the night VFR will have sufficient visual cues. However, given the importance of the safety issue, the ATSB is concerned about the indefinite nature of the proposed evaluation and other exploratory activities.

As a result, the ATSB has issued the following safety recommendation.

ATSB safety recommendation to: the Civil Aviation Safety Authority

Action number: AO-2011-102-SR-59
Action status: Safety action pending

The Australian Transport Safety Bureau recommends that the Civil Aviation Safety Authority prioritise its efforts to address the safety risk associated with aerial work and private flights as permitted under the visual flight rules in dark night conditions, which are effectively the same as instrument meteorological conditions, but without sufficient requirements for proficiency checks and recent experience to enable flight solely by reference to the flight instruments.AND further:

Requirements for autopilots in dark night conditions Number: AO-2011-102-SI-03

Issue owner: Civil Aviation Safety Authority

Operation affected: Aviation – All general aviation helicopter operations

Who it affects: All helicopters operating under the night VFR

Safety issue description:

Helicopter flights were permitted under the visual flight rules in dark night conditions, which are effectively the same as instrument meteorological conditions, but without the same requirements for autopilots and similar systems that are in place for conducting flights under the instrument flight rules.

Response to safety issue by: the Civil Aviation Safety Authority

On 18 October 2013, the Civil Aviation Safety Authority (CASA) advised that it would work towards promulgating Part 133 (Australian air transport operations – rotorcraft) of the Civil Aviation Safety Regulations 1998, which will include the following regulation:

(1) This regulation applies if:
(a) the flight is a VFR flight at night; and
(b) a passenger is carried in the flight; and
(c) the rotorcraft is not carrying a 2-pilot crew each of whom is authorised under [Part 61] to conduct an IFR flight in a rotorcraft.
(2) The operator and the pilot in command each commit an offence if, when the rotorcraft begins the flight, the rotorcraft is not fitted with an autopilot.

In addition, as previously stated, CASA advised of further action proposed to address safety issue AO-2011-102-SI-02.

This included:

CASA will clarify the definition of visibility as outlined in CAR [Civil Aviation Regulation] 2 to ensure the primary coincident safety issue above is dealt with. CAR 2 defines visibility as the “ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night”.

CASA will, via regulatory change project, explore the potential to add the requirement that for night visual flight rules the determination of visibility must also include the ability to see a defined natural horizon. This will in effect address the root cause of the matters outlined in the … [safety issues], as pilots will need to have a discernible horizon throughout their flight.

Subsequently, CASA advised on 30 October 2013 that Part 133 is planned to be made (or become law) in the last quarter of calendar year 2013 or first quarter of 2014 and come into effect from the first quarter of 2015. This will align with the normal Aeronautical Information Regulation and Control cycle for the notification of aeronautical information changes. The period between the Part being made and having effect will allow for implementation planning and education programs.

ATSB comment/action in response:

The ATSB notes that the introduction of Civil Aviation Safety Regulation (CASR) 133.571 will require all air transport flights in helicopters with passengers at night to be in helicopters equipped with an autopilot or with a two-pilot crew. This extends the range of operations required to have such risk controls. Although it does not directly address the situation for other helicopter operations, effective risk controls for such operations will be potentially addressed in any safety action taken by CASA to address the safety recommendation AO-2011-102-SR-59.

The ATSB will monitor the progress of that safety action.

[onetrack]

Investigation: AO-2011-102 - VFR flight into dark night involving Aérospatiale, AS355F2 (Twin Squirrel) helicopter, VH-NTV, 145 km north of Marree, SA on 18 August 2011 (http://www.atsb.gov.au/publications/investigation_reports/2011/aair/ao-2011-102.aspx)

[VH-XXX]

The ABC has temporarily banned night flights in choppers until it has absorbed the findings of this report.

ABC to ban night chopper flights (http://news.ninemsn.com.au/national/2013/11/14/09/08/abc-helicopter-crash-report-out-thursday#undefined)

[RVDT]

Finally some light is shed on the problem.

Australian NVFR is totally flawed and has been for years.

All that is required is to look at what others are doing or have done in the past on the planet.

Nah nah yeah nah - lets reinvent the wheel mate.

As it stood if you had "flight instruments" and radio nav to take you where you wanted to go, you were good.

Nowhere did it state that you required adequate celestial or terrestrial lighting to establish your orientation.

So therefore because it sez Civil Aviation SAFETY Authority the assumption was it was safe.

After just 5 hours of training you could launch in an unstable aircraft, single pilot, IMC. It must be IMC because you cant see enough to tell if it's not by default.

I always asked the question - If its VFR why do you need "flight instruments"?

The knee jerk reaction proposed is kind of strange as well.

Two pilots? Does the aircraft need to be configured 2 pilot. i.e. duplicated flight instruments and dual controls and certified as such?

Autopilot? IFR, SPIFR, VFR, certified? Or just any old autopilot?

Why not just say IFR capable?

NGT VFR should be like anywhere else. Basic flight instruments and a wet compass. As it says on most type certified aircraft in the world on the placard in the cockpit except Australia if it does not have flight instruments. The onus is on the pilot to operate at night in visual conditions by looking out the window, not some myth that because it has "flight instruments" everything is good.

THere are numerous times when there is adequate lighting to fly at night without flight instruments and of course the opposite applies.

The Bell 206 night flight kit used to have a placard stating that with the kit flight by sole reference to instruments was prohibited but apparently not in Australia. Who knew?

If you look at it from another angle if this aircraft did not have "flight instruments" and the supposedly safe legal framework to allow the segment of flight to be conducted it possibly wouldn't have happened. The other indiscretions well.................

Flight by reference to "flight instruments" is not VFR. Flight at night in visual conditions to orientate yourself can be conducted quite adequately without "flight instruments". You just don't fly in the black bits the same as you don't fly into cloud.

If anyone is to lay blame 50% should be on CASA's shoulders and the stats are there to prove it. They are listed in the report. :ugh:

The myth persists that if it is legal it must be safe. CASA once again are suffering from their own delusion.

[VH-XXX]

If anyone will get the blame it will be the pilot as he did not meet recency requirements. CASA's hands are clean. He was only doing what he was allowed to do. PS: Aus NVFR is 10 hours these days FYI.

[Shawn Coyle]

RVDT:
Part of the problem is that a basic certification for Part 27 does not require an attitude indicator - the requirement for an attitude indicator is often (depends on country) in the operational rules - and only then for commercial operations.
Ditto for things like gyro compass. Look at the baseline 'top drawing' of most light helicopters cockpits to see what is the minimum. Some light single engine machines, particularly of European extraction had to have a complete refit of night lighting to operate in North America as the country of origin did not allow single engine aircraft to fly at night - because in that country night flying is IFR, and the original night lighting was just the wander light...

Look deeply for a definition of VFR - at the most fundamental level it will say something like '…ability to orient the aircraft position (in this case meaning not just geographical position, but height above ground and pitch and roll attitude) by use of visual references from the ground or water.

There are lots of times when this isn't possible in daylight (3 miles vis in a milk-bowl day with no discernable horizon over a lake that's 5 miles wide, or on a overcast day with 1 mile vis over a snow-covered lake are just two examples) and people have paid with their lives to learn, too late, that it wasn't VFR.

[Flying Binghi]

via Shawn Cole:
Part of the problem is that a basic certification for Part 27 does not require an attitude indicator - the requirement for an attitude indicator is often (depends on country) in the operational rules - and only then for commercial operations.
Ditto for things like gyro compass...

Been near 20 years though when i got a helicopter done up for private NVFR it required the full six pack. My understanding at the time a six pack wasn't required for US night heli ops ?






.

[Up-into-the-air]

This is the first time I have seen a response to atsb occur so quickly.

But will the response just "flutter away"??

Project OS 14/01 - Night Visual Flight Rules - amendment to require a discernible external horizon during flights under NVFR (http://vocasupport.com/?p=2748)

Issue

In response to a recent Australian Transport Safety Bureau (ATSB) investigation report into a visual flight rules (VFR) flight conducted in dark night conditions, the Civil Aviation Safety Authority (CASA) advised the ATSB of a number of safety actions being undertaken, including the clarification of the term 'visibility' in dark night conditions and the provision of further guidance on night VFR flight planning.

Dark night conditions

The ATSB report outlines that dark night visual meteorological conditions (VMC) are effectively the same as instrument meteorological conditions (IMC). "The only real difference is that, if there are lights on the ground, they can be seen in VMC. In remote areas where there are no lights or ambient illumination, there is no difference. Pilots cannot see the ground and have no external cues available to assist with their orientation".
Visibility is defined in regulation 2 of the Civil Aviation Regulations 1988 (CAR 1988) as "visibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night."

Flight visibility is defined as "the average range of visibility forward from the cockpit of an aircraft in flight". Further, regulation 174 of CAR 1988 requires that flight visibility shall be determined by the pilot in command from the cockpit of the aircraft while in flight; and the pilot in command of an aircraft operating under the VFR is responsible for determining the visibility for the take-off and landing of the aircraft. In determining visibility for the purposes of these regulations, the pilot in command shall take into account the meteorological conditions, sun-glare and any other condition that may limit his or her effective vision through his or her windscreen; this would include dark night conditions.

In the context of dark night conditions being encountered and the lack of any other lighted objects as outlined by the ATSB above, it would be very difficult for the pilot to determine inflight visibility.

Helicopter night visual flight certification issues

There is a significant difference between a helicopter's certification for VMC and IMC operations, which centres on both the static and dynamic longitudinal stability of the helicopter. Unlike most aeroplanes, in VMC a helicopter can be certified with highly unstable static longitudinal stability characteristics provided it can comply with basic requirements for correct control sense of motion criteria.
However in IMC, where there is reduced external visual cues for orientation, the certification standards provide for further longitudinal stability requirements, both statically and dynamically. This is significant as outlined above, the reduced visual cue environment as experienced in dark night conditions effectively constitutes IMC and to operate a rotorcraft in such an environment would require the rotorcraft to be capable of meeting the additional IMC stability requirements.

Objective

The project will review the NVFR requirements in the current rule set and future CASR definitions to ensure it limits the visual environment to that in which a defined external horizon is available for aircraft attitude control. The project will examine the night VMC requirements for both rotorcraft and aeroplanes. However the outcome of the project may limit the change to the night VMC requirements to rotorcraft only in recognition of the difference in certification requirements between the categories. The project will also amend the guidance provided in CAAP 5.13-2 to emphasise the importance of maintaining a discernible external horizon at night particularly in light of the certification basis for NVFR rotorcraft.

Rules affected

CAR 2, 172, 174
CASR 91

Status

This project was approved by Rick Leeds, A/g Executive Manager on 16 December 2013.

Project management

Project Leader/s: Damien Fing ([email protected]), Standards Officer, Rotorcraft, Flight Standards Branch

Project Sponsor/s: Peter Boyd, Executive Manager, Standards Division

Standards Officer/s:

Priority

High

Documents



No documents

Consultation Document History

View the project history (http://www.casa.gov.au/newrules/projecthistory.asp?session=822877100&pc=PC_101876&project=OS%2014/01).

SCC

SCC - Operational Standards (http://www.casa.gov.au/newrules/scc/ops/index.asp)

[JimL]

One of the problems with this subject is that most regulations are written in the language of visibility – where visibility is defined in the context of an object (from ICAO Annex 2):

Visibility. Visibility for aeronautical purposes is the greater of:

(a) the greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen and recognized when observed against a bright background;

(b) the greatest distance at which lights in the vicinity of 1 000 candelas can be seen and identified against an unlit background.

When the subject is more associated with flight in a 'usable cue environment' (or more correctly, 'in degraded visual conditions') – a far more complex issue.

Although the certification code contains a hook for addressing such issues:

27/29.141 The rotorcraft must--

(a) Except as specifically required in the applicable section meet the flight characteristics requirements of this subpart
…

(c) Have any additional characteristic required for night or instrument operation, if certification for those kinds of operation is requested. Requirements for helicopter instrument flight are contained in Appendix B of this Part.

it is unusual for any additional characteristics to be specified for ‘night flight’ - when it relies upon the visual cue environment for maintenance of stability/control.

For that reason, CASA might be well advised to refer to CAA Paper 2007/03 ‘Helicopter Flight in Degraded Visual Conditions’ - an extremely good treatise, dealing with this very subject, and which contains appropriate recommendations.

Jim

[Up-into-the-air]

Great catch JimL

A pity the OZ atsb did not get it:

VFR Flight Report from CAA UK 2007 Helicopters (http://vocasupport.com/?p=2751)
Why was this not used in the ABC Chopper Report?? (http://vocasupport.com/?p=2751)
| Assistance to the Aviation Industry (http://vocasupport.com/?p=2751)