I have posted a recent HAA
PR to Flight International. Although it is a bit long for this thread, it may help us focus. Once again your comments are really appreciated. We need your feedback to help our night guys. (We have about fifty attending so far.)
Press release for Flight International – HAA Industry Conference 17-21 May 2004
The Helicopter Association of Australasia has become concerned about the run of night accidents since 2000. HAA President Rob Rich told Flight International’s Emma Kelly four helicopters had crashed at night since 2000 causing the loss of eight lives. Three survivors were injured. Considering the low number of hours flown at night, by the 38 SAR/EMS operators in Australia and another 12 in New Zealand, the trend was alarming.
Rich also said his association’s review of UK and US night accidents confirmed that something was very wrong in the helicopter industry. The US loss rate was showing a marked increase, according to HAA researchers. As a result a HAA Night Operations Conference was held at Newcastle, NSW in November 2003. The meeting had a sombre tone as many attendees were still grieving the loss friends in the two Queensland accidents.
The HAA used four case studies for discussion. The most recent accident involved a Bell 407 which had departed Mackay for Hamilton Island, Queensland to collect a patient. Shortly after departure, when over water, the helicopter was observed by radar to make erratic turns and then plunge into the ocean. The pilot and two crewmen were killed.
An even more serious accident occurred several years ago when a Bell 206 was returning to Rockhampton from a remote cattle station with child patient and his mother. The helicopter ran low on fuel and diverted to the nearest town. Unfortunately, the area had become fog bound and the medical helicopter ran out of fuel and crashed killing the pilot, two crewmen the patient and his mother.
About a year later, a Bell 407 from the same base was called to rescue some yachtsmen who had run aground on a reef 125 nm off the coast. Whilst attempting to drop a life raft, the machine hit the water. Fortunately the pilot and crewman were not seriously injured. An IFR Bell 412 arrived from Brisbane soon after and seeing that all survivors were not in danger, waited until dawn to winch them to safety. An odd outcome of this flight was the yachtsmen were later arrested for attempting to smuggle a large quantity of drugs into Australia on the damaged yacht.
Across the Tasman Sea, a New Zealand female pilot was outbound from Masterton in a BK 117 to collect a patient when she encountered poor weather conditions near rugged terrain. Whilst trying to navigate her way along a familiar day route on the GPS, which took her through a valley, the GPS indicated they were off track. She made an emergency climb to reach a safe altitude. However, when almost clear of the highest terrain, the BK 117 hit a tree and was severely damaged. The tree penetrated the cockpit and injured the pilot. The undercarriage was all but ripped off and the tail fins were damaged. The pilot managed to regain control and limped back to base. Fire crews had to cut away the skids and the helicopter was landed on a pile of old tyres.
When asked by Flight International if there was a common factor, Rich said: “Yes, the common factor is that all these flights were operating under night visual rules.” Australia has comprehensive night visual regulations which may need adjusting after the HAA consolidates the input from their members. New Zealand like many other counties does not have specific night visual rules and relies on the operator’s operations manual and training system for risk management.
President, Rob Rich emphasised that night IFR operators seemed to have less of a problem than the lesser equipped and trained night visual only operators. We seem to have forgotten the lesson the UK and US learned several decades ago - night visual only capable helicopters must be crewed by pilots who are IFR trained and current, either by simulated IFR conditions or in a suitable simulator. Night visual flight in marginal weather or over areas with few lights such as water or the Australian outback is really an IFR operation. These conditions can place a terrible load on a crew who may not be IFR trained or IFR current, especially if the helicopter only has the basic instruments for flight at night.
The attendees at the Newcastle conference decided to meet again in 2004 to continue the discussion on night operations and propose industry standards for the regulators, i.e. the Australian Civil Aviation Safety Authority and the Civil Aviation Authority of New Zealand. Further, delegates wanted to raise other operational and safety issues concerning day emergency service operations, such as the number of hoist cable failures and fire fighting issues.
As a result the HAA is hosting the HAA Industry Conference at the Nara Sea World Resort, Queensland from 17-21st May 2004. Rich said the interest is very strong and if the quality of speakers is the same as the Newcastle conference then we will achieve a great deal for our industry. Monday and Tuesday are for night operations, Wednesday and Thursday cater for SAR/EMS/Police/Customs/Fire fighting people and Friday is the first HAA tourist conference. This segment of the industry has had avoidable losses also, according to Rich.
In reply to Flight International’s question about CASA and CAA NZ involvement, Rich said “The New Zealand and Australian regulators are attending as observers. The regulators have to face two problem areas; firstly, the identification of the shortcomings of night visual emergency operations and the development of joint HAA/regulator education programmes to stop operators going beyond the capabilities of their crews and equipment; and secondly, the introduction of night vision devices and all that goes with this monumental step forward in capability.
In conclusion, Rob told Emma the introduction of the night vision devices such as NVG is being held up by the lack of suitable legislation, especially in Australia. The CAA NZ is less concerned in this regard as they place more responsibility on the operators and several are already using the devices. CASA, however, does not have the resources both in manpower or experience to draft legislation needed under the Australian Civil Aviation Act. The only solution is for the HAA and CASA to form a joint writing team and get the project underway as soon as possible. Night vision devices such as NVG are a safer way into the future!