I think a lot of people look back at the old BASI reports with rose tinted glasses. The expectations of what is covered in a report is a lot higher than it used to be. This report will be expected to cover the HF of the helicopters, a look at the Ops Manual, CASA involvement, pilot histories, Sea World operations etc etc. If it doesn't then a lot of commentators will say the ATSB hasn't done its job. As an example of what reports used to look like this is the entire report for a CFIT of an Aero Commander in 1989:
Occurrence Number: 198900022 Occurrence Type: Accident
Location: Mt Barren Jack (30km SW of Yass) NSW
Date: 18 November 1989 Time: 1241
Highest Injury Level: Fatal
Injuries:
Fatal Serious Minor None
Crew 2 0 0 0
Ground 0 0 0 -
Passenger 0 0 0 0
Total 2 0 0 0
Aircraft Details: Aero Commander 500U
Registration: VH-BMR
Serial Number: 1754
Operation Type: Aerial work
Damage Level: Destroyed
Departure Point: Canberra ACT
Departure Time: 1215
Destination: Dalby Qld
Approved for Release: 16th August 1990
Circumstances:
When the survey aircraft failed to arrive at the destination, and on expiry of the SAR time, a search was
commenced. Wreckage of the aircraft was subsequently found on the eastern slope of Mt Barren Jack, to the north
west of the mouth of Carrolls Creek, and on the planned track for the survey operation. Observers at the Burrinjuck
reservoir near the mouth of Carrolls Creek described the weather in the accident area at the time as black clouds
spilling over and obscuring the mountain tops. The aircraft collided with trees on the side of the mountain, while
banked steeply to the right and in a tail low attitude. The pilot was thrown from the aircraft during the impact
sequence. Medical opinion held that there was no evidence of body trauma consistent with the seat belt being
fastened at the time of impact. Because of the destruction of the aircraft by the ensuing fire the status of the seat belt
assemblies were unable to be determined. The investigation revealed that both engines were operating at high power
at the time of impact. No malfunction or defect could be found with the aircraft which could have contributed to the
accident. The survey task required the pilot to adhere strictly to a particular track and the target height for the flight
was 500 feet above ground level while maintaining visual contact with the ground at all times. The pilot was
suitably qualified to act as pilot in command of survey operations down to a height of 200 feet above ground level.
The investigation concluded that the aircraft was being operated at a height substantially lower that 500 feet above
ground level prior to the accident. Impact marks, wreckage and mechanical evidence suggest that the aircraft
impacted terrain at a time when the pilot was attempting to carry out an evasive manoeuvre to remain clear of
terrain. The reason why the aircraft was being operated at such a height and why the pilot delayed turning away
from the steeply rising terrain could not be determined.
Significant Factors:
1. The pilot continued the flight into adverse weather conditions.
4
Aviation Safety Investigation Report
198900022
____________________________________________________________ _________________________________
2. The pilot flew the aircraft towards steeply rising terrain at a height substantially lower that 500 feet above ground
level.
Is that what you want?