Plane crash Chelsea?

[cavok123]

Any word on a plane crash in Chelsea?

[tartare]

On Sky live now.

[Ex FSO GRIFFO]

Just reported on the 11am (WST) - Radio 6PR news.....

Aircraft reported to have 'gone straight down' onto a car..?

Doesn't sound good.....

[Caedus]

On news.com.au

Chelsea plane crash: Plane ?nosedives? and hits houses (http://www.news.com.au/travel/travel-updates/chelsea-plane-crash-plane-nosedives-and-hits-houses/story-fnizu68q-1227090101652)

More angles on ABC

http://www.abc.net.au/news/2014-10-14/plane-crashes-into-a-house-at-chelsea/5812548

One casualty. RIP

[PoppaJo]

CFA reported 1 body at scene deceased.

[Track5milefinal]

Trying to make the beach perhaps?

Not good! RIP

[the_rookie]

Any news if it's from a flying school or not? RIP

[TunaBum]

Police conference on Sky say they think it's "home built". Also they say possible part found hundreds of meters away from crash site.

TB

[Track5milefinal]

If you have a look at Webtrak an aircraft departs Moorabbin at 1:23 EST ... Tracks coastal down the coast and disappears in the Chelsea area ... Certainly not an engine failure inland and trying to glide to the beach going by Webtrak.

https://fbcdn-sphotos-e-a.akamaihd.net/hphotos-ak-xaf1/v/t1.0-9/1912364_10152768804368421_7832979502199036418_n.jpg?oh=412dc f8b0acef448246fdd963086239e&oe=54C41DF8&__gda__=1421530191_83f6dd182e13a0a27af05883c5d22625

[Squawk7700]

Thanks for posting FPV. We are all grown up and know the consequences of what happens when all goes wrong during what we do for a job or for fun. A picture is worth a thousand words.

[TunaBum]

Possibly an RV-6A....

[Cxmeron]

I highly doubt he was gliding, if you do some quick calcs, webtrak shows a descent rate of 6000-9000 fpm and increasing. From 3000ft to impact in 20 seconds.

That to me is more likely to be a structural or medical problem.

[Track5milefinal]

ATSB reporting amateur built aircraft, Van's RV-6A, VH-JON

[OZBUSDRIVER]

Famous little Aeroplane if it is JON.

[Desert Flower]

Famous little Aeroplane if it is JON.

Are you sure you're not thinking of NOJ?

DF.

[mickk]

Was tracking south coastal at abt 2000 ft, traffic was heading in the other direction abt 1000ft. There was a very stiff wind off the bay at the time, 20kts gusting 30 which would not have helped matters. A couple of locals did their best but nothing could be done. Traffic at YMMB pretty much ceased for the day out of respect I imagine. RIP and condolences to the family.

[Tagneah]

MEMORY ITEMS UPON HEARING NEWS OF AN AIRCRAFT CRASH.

1. Call mates who may be in the area to make sure its not them
2. Get on PPRUNe to monday quarterback the pictures put up there and taken from a news website who's producers will also trawl the interweb (including PPRUNe) to garner any conceived theory to satisfy the publics " Tell us, TELL US NOW" view of the world.

A fellow aviator has passed. He pushed the throttle open as most of us do everyday and it ended tragically. His family are hurting, so are his friends.

Just leave it.

Tag.

[nojwod]

Registered operator of JON is from Hampton East, whereas NOJ is John Johanson's RV-4.

[OZBUSDRIVER]

Yes, mistaken identity....appols on that.

[Squawk7700]

Thanks for the moderating tips Tag. We didn't really need them.

[TheKmaGuy]

my father was on my balcony and he heard the engine stall. it crashed nearby to my house. the victim has been torn apart his limbs were scattered over the area. the fire from the plane wasn't to big about 2-3M.

[Ultralights]

webtrack shows up to 9000ft/min ROD.. hasnt been a great week in aviation... condolences to all..

[Tagneah]

You're welcome Squawk. Just keep circling, Vulture.

[Desert Flower]

Registered operator of JON is from Hampton East, whereas NOJ is John Johanson's RV-4.

That is what I meant when someone said JON was a famous little aeroplane. I don't whether JON ever was, but NOJ certainly was.

DF.

[Desert Flower]

Yes, mistaken identity....appols on that.

OZBUS, I must admit that my heart was in my mouth for a few seconds until I realised that the rego was the wrong way around.

DF.

[Desert Flower]

A fellow aviator has passed. He pushed the throttle open as most of us do everyday and it ended tragically. His family are hurting, so are his friends.

So are we to gather from that you were a friend of the deceased? If so, sorry. But you know how this forum works, so why complain? If you don't like the comments, don't read them - simple!

DF.

[Squawk7700]

My heart is in my mouth DF no matter which aircraft crashes as I'm sure we all feel that way when someone departs us. It's been happening far too much lately.

[Tagneah]

You can gather whatever you wish, however comments (since deleted) about the possible crash sequence and the intentions of the pilot are just plain dumb unless the individual posting them is a. At the scene and b. A trained crash investigator. Simple!

Oh and how and I supposed to know if I like a comment or not if I dont read them? Simple!

[Car RAMROD]

VH-JON according to ATSB AO-2014-164

[OZBUSDRIVER]

DF, when I saw that bit of green and then the reported rego....dislexicme...My heart sank as well.

Equally, this is still a tragic outcome.

[1a sound asleep]

Always sad. I note that this aircraft was fitted with a Honda V6 engine so I think the ATSB will have an even greater interest than perhaps normal.

[Sunfish]

Experimental aircraft + experimental engine. ATSB will have minimal interest...except isn't this the Third RV6 fatal crash this year?

[Jabawocky]

IO360 folks, despite what the register says.

[VH-Cheer Up]

Io360 is what Rego Search said when I looked it up just now.
http://www.regosearch.com/aircraft/au/jon

[yr right]

Experimental aircraft + experimental engine. ATSB will have minimal interest




Except this aircraft crashed in suburban street and it was a fatality as I recall all deaths are investigated by the astb

[Fred Gassit]

Not necessarily it seems, a mate of mine was killed in a c210 (charter) years ago, insurance company were the only ones to investigate.

[Jabawocky]

Fred you are correct. :ok:

But I am sure we are both about to get told off and that we are "yr wrong" :ugh:

[Marauder]

NOJ safely on display at the SA Aviation Museum at Port Adelaide (as of the long weekend just passed anyway)

[1a sound asleep]

The ATSB has deployed three investigators to the accident site. The investigators have specialisations in aircraft operations and engineering. They are expected to arrive on site Wednesday morning (15 October 2014). It is expected they will remain on site for two to three days.

[VH-Cheer Up]

Any more info about this part allegedly found some hundreds of metres away from the main debris field?

[Cloud Basher]

Name of pilot just released.

RIP

CB

[Jabawocky]

JR

Fred and I were not suggesting they would not investigate…I know they are, but the statement made by yr right is not correct. There have been several a few years back in certified aircraft and experimental that were not.

ATSB lately have a new level of interest these days. And about time. :D

[Fred Gassit]

I was told by the insurance investigator at the time that light aircraft had been crashing for the same reasons for the last 50 odd years (true in that paticular case) and ATSB (at that point at least) were mostly investigating pax fatalities and accidents that werent obvious 'run out of fuel' type stuff.

[Stikybeke]

Yr Right,

I've just read your statement about the ATSB. The following reference from the January 2014 ATSB guide for Police and Emergency Services might assist you in better understanding their roles:

The ATSB may investigate sports aviation
accidents and those involving amateur-built aircraft, particularly fatal
accidents involving ‘VH registered’ powered aircraft. The ATSB will
not normally investigate accidents involving gliders or motor gliders,
personal recreation balloon operations or non-VH registered aircraft
unless the possible existence of a wider safety issue is indicated.
When the ATSB does not investigate, the ATSB will inform the
appropriate sporting body and the police to that effect. In those cases,
the police will normally coordinate the accident investigation.
The police may wish to utilise the expertise of the organisations
involved in sports aviation to assist their investigation. These may
include:
• Gliding Federation of Australia – Gliding Australia for soaring and sailplane pilots (http://www.gfa.org.au)
• Recreational Aviation Australia – Recreational Aviation Australia (http://www.raa.asn.au)
• Australian Parachuting Federation – Home - Australian Parachute Federation (http://www.apf.asn.au)
• Australian Sport Aviation Confederation – The Air Sport Australia Confederation (ASAC) (http://www.asac.asn.au)
• Australian Sports Rotorcraft Association – ASRA Home Page (http://www.asra.org.au)


So as you can see ATSB do not investigate all deaths. Pretty sure they also don't do base jumpers, motorized trikes, para-gliders etc. Also it would appear that they don't get involved in military matters or criminal matters unless requested by the investigating authority.

I'm surprised you didn't know this given your vast legal experience and provision of expert evidence at court.

Stiky
:confused:

[Critical Reynolds No]

Condolences to all concerned.

I note on the front page of the local newspaper that the Pilot is being lauded as a hero for missing homes, kids playground etc. This gets thrown around a lot in the media. If it happened to us, would we be conscious of trying to miss homes and playgrounds? I'm not sure what I would do in the same situation but I doubt I'd know if a playground was below me. Was it luck that he missed the house by centimetres? Would he be still called a hero if he went through the roof of the house? Food for thought.

[PeterTG]

The usual cliches are present in the mainstream news:
1. Fatal plunge
2. 'There was a stall of the engine of that plane and it has come down and collided with the corner of a house....' (Police inspector)
3. 'I heard the engine roar'
4. "I heard the motor squeal.'
5. The pilot did a good job of keeping away from houses.'
6. The pilot is a hero

I really wish a bit more thought would go into the reporting which simply seems to be quoting verbatim anything that is said.

[Andy_RR]

Given the (apparently, from press photos) relatively short debris field and the resulting state of the airframe, I'd guess it was pretty much a "fatal plunge" with very little directional control. I'd imagine that the ground speed was non-zero, but only just.

It's very sad event for the RV community. The RV-6 is a pretty robust airframe that has many examples flying for many years now, it's hard to believe it might be much else other than pilot incapacitation.

[Desert Flower]

It was also stated on Channel 9 news this morning that the pilot made a phone call to emergency services just before the crash. :ugh:

DF.

[Lancair70]

Condolences to the aviators family and friends.
A sad time again for GA.

'There was a stall of the engine of that plane and it has come down and collided with the corner of a house....' (Police inspector)

It is these type of comments that have the masses worried that all it takes is an engine to quit and planes just fall out of the sky like house bricks.

:ugh:

[Jabawocky]

Sticky.
I don't mean that the bloke that fell over on the road and die will be investigated.

Use your skill and read between the line or do I have to put absolutely everything down like some others won't me to do.

As I said. What has happened.

3 Atsb people have left to do an investigation. If you was correct the 3 would be replaced by a 0. However that is not the case I stated when I made the post. But hey you know more about it than I.

Yep…..the most accurate statement in all your posts. ;)

If only you knew :cool: If only you knew. Trust me Steve, he has more experience on the topic than many at the ATSB, if not all of them combined!

[Geared trim tab]

Condolences to the family and to all others who new the Pilot.

Back in 1997 I watched the enthusiasm and determination as he commenced his flying. A man with a genuine passion for anything that fly's.

RIP friend.

[Creampuff]

Pot calling kettle ...

[Squawk7700]

Let's all re-group and start again.

Our flying friend John has been tragically lost in his RV6.
The ATSB are investigating.
We have no idea what caused this tragic loss.
The SAAA and Darrren B have been working with the media via interviews to to dispell "homemade" aircraft myths by providing factual information.

[Squawk7700]

I watched an online news video today that had Stuart Trist from Moorabbin Chapter making some informed comments on John, his piloting skills and the general procedures of building a homebuilt. It sounded fairly well informed.

[CoodaShooda]

It sounded fairly well informed

Unlike the ABC TV reporter doing the live cross the other morning who referred to the Airport Transport Safety Authority and twice repeated that the pilot was very experienced because you needed at least 60 hours experience to be allowed to fly solo. :ugh:

[Squawk7700]

Someone keeps deleting their posts from this thread.

It has hit 4 pages 3 times today !

[Squawk7700]

Traffic at YMMB pretty much ceased for the day out of respect I imagine.


I would say until the fuel supply was cleared as ok.

[peterc005]

One of the YMMB refuellers told me two weeks ago he was degassing one of the big fuel tanks when this RV6A caught fire trying to restart the engine after refuelling.

This caused a panic, but the fire was quickly extinguished and the RV6A was towed away to the grass parking area.

Also heard a rumour third-hand that a couple of LAMEs saw the RV6A take off that day at YMMB and expected an aborted takeoff due to the engine missing, but that the flight continued.

[Squawk7700]

Peter, did your sources also say that the missing engine caused the aircraft to descend at 9,000 fpm?

[yr right]

Sounds like the perfect storm has hit.

[VH-Cheer Up]

yr right
Sounds like the perfect storm has hit.
Bit cryptic. Care to enlarge on your thoughts?

[peterc005]

@Squawk7700 - the only things I can think of that could cause a 9,000 fpm decent are a spin or inflight airframe breakup.

I've seen another comment here that talks about a near 0 horizontal speed on impact, which would correlate with either of the two scenarios above.

The refueller I spoke with extinguished the fire himself, so I think he's a credible source.

[Squawk7700]

Near zero impact speed is not consistent with the witness reports or crash area. Don't believe half of what you hear and only a quarter of what you read on pprune.

[VH-Cheer Up]

the only things I can think of that could cause a 9,000 fpm decent are a spin or inflight airframe breakup.
Spins usually don't have such a high rate of descent unless they turn into a spiral dive. Spins are characteristically quite flat. Having said that I have never flown an RV6.

But in other light aircraft I have flown a fully developed spin usually sees ROD around 3,000 fpm. It will be interesting to see if the whole empennage was intact up to the point of contact with terrain. There was some story about part of the aircraft falling hundreds of metres from the main debris field. Was that ever proven? What was the debris?

[Strainer]

From the first impact to where the bulk of the airframe (and pilot) finished up, was a distance of around 80 meters. This doesn't suggest a 0 horizontal speed at impact.

[Desert Flower]

One of the YMMB refuellers told me two weeks ago he was degassing one of the big fuel tanks

Refuellers don't degas fuel tanks. It's a specialist job, & requires proper equipment to do it.

DF.

[Jabawocky]

If one wanted to be technically pure about it, the plane would have to hit precisely vertical to not go very far, and with the amount of energy having been converted from a Potential energy of 3000' to virtually sea level in under half a minute (check the radar returns) it would create a crater.

As pointed out before it sounds more like a spiral dive. Hence it had a small horizontal component.

To call out the so called evidence of PeterC and yr right, please explain your theories. Actually maybe better not. :ugh: There were no signs of performance issues (ignore the usual witness reports), no radio broadcasts of any issue or distress, easy glide to beach or water away from houses and what certainly looks like a spiral dive under power (known).

Draw your own conclusions to the above but it does not sound like your average CFIT does it, nor engine/mechanical failure.

[yr right]

I've made no claim to what has happened.

[peterc005]

Hopefully the ATSB release an Interim Report soon.

[Perspective]

Jaba, Considering this is a rumour network...
People I have personally spoken to, suggest he was having some trouble during the week leading up to that weekend, including rough running as he passed on take off.
A pilot I know was holding, awaiting some time for him to clear the runway and didn't think he would make it past the end of the runway.


The atsb may or may not like to ask around, ultimately this is tragic and
luckily no one else was injured.
If this is correct, hopefully it is not a case of maintenance costs being a factor.
RIP.

[Jabawocky]

Perspective,

I hope you are wrong, but I usually have trouble finding reason to disbelieve you either :uhoh:

In that case how is it he seems to have done a very fast vertical descent rather than head for the coast?

Strange indeed. :confused:

[Wally Mk2]

Test flight posting


Wmk2

[VH-Cheer Up]

What would an investigator be looking for?

We have an apparently quite talented and multiple-qualified (PPL, CPL/IR) experienced pilot in good weather flying an aircraft with which he is very familiar.

If the airframe was intact up to the impact he should have handled an engine failure from 3000' quite well. However there is the mention by a policeman attending the crash site that some part of the aircraft fell "many hundreds of metres away". What part was that?

If that story proves untrue, is it possible the pilot has been incapacitated? Either by engine fumes, or some internal (to him) sudden physiological trauma. I presume the investigators will be able to access the pilot's medical history.

It's extremely sad and as long as the cause is unclear anyone in the pilot's age group, fueling where he fueled, getting maintained where he was, or anyone flying the type should have cause for concern.

[Flying Binghi]

Hmmm... i really do need to get me self a few more pprune call signs. Then i could back up any story i wanted..:hmm:


This year i been involved in the hull recovery of a couple of minor aircraft prangs. Didn't see the prangs though due to my later involvement people seem to want to discus with me what they seen of the prangs. I've heard several 'eye witness' story's now and not one agrees with the other.
I'd hate to think of the conflicting 'eye witness' reports the ATSB has to sift through after a serious prang, what with them who seem to want to put out their own bull ****e narrative..











.

[Squawk7700]

A pilot I know was holding, awaiting some time for him to clear the runway and didn't think he would make it past the end of the runway.


I have no reason to disagree with you Perspective, however I'm just thinking that at that climb rate, he would have struggled to make it to the alleged 3,300 ft by the crash location.

It all seems a little strange. Surely if the climb rate was that bad due to the engine missing, you would return to the field?

Interesting that the re-fueller has said that "2 weeks" ago this happened, but his family said that his last flight was a month ago as he was away.

I'd hate to have to be a cop or ATSB and wade through all of this. He said, she said :ugh:

[Homesick-Angel]

I've also heard the above theory from two different sources, rough running during and after take off. I figure when you hear it from several sources and now others here that perhaps it has traction, but investigstions will hopefully resolve these issues. Perhaps this played a part, but there could be another reason for the very slow forward speed. If the conditions down there were anything like northern Vic, then the wind was a howling southerly and very turbulent that day? Was it like that at YMMB? What's the glide speed of the RV?

The way the ATSB go, we may know in 4 years or so.

[Perspective]

Hi Jaba,
There is always the possibility he had a
Heart attack or something alike.
I guess we may never know.

[Lookleft]

Given the pilots age incapacitation is always a strong possibility but in the absence of any evidence it will never be the definitive cause.

[Jabawocky]

Perspective,

Yep, or a stroke or some other issue. It happens on the roads and can happen in the air. It may well be a rare event but it could happen.

If bits fell off, I can imagine powered up and control stick pushed over in a medical event, an RV6 will be through VNE in a flash and beyond, and bits would then be likely to depart. If in fact they did.

Post-mortem might reveal something if this is the case. I hope the ATSB find something conclusive.

[Perspective]

All the speculation in the world wont change the result I know,
but was just suggested to me, that the debris that may have been found
some distance from the aircraft were maps or charts, alluding to a possible
Bird Strike?
It would not be the first at Moorabbin and probably not the last.
In all of this, ultimately it would be unfair, even given the alleged information at hand, to assume it was the Engine issue responsible.
I think the atsb will have their work cut out for them on this one.

[Squawk7700]

Right-you-are Perspective. Spluttering engines on fire don't climb to 3,300ft in 3.5 NM or less.

[yr right]

If the pilot was had a stoke or heart attack that will not be to hard to find. Atsb have one thing on there side on this accident and that is the aircraft didn't catch on fire and one would think that they will be able to recover if not most but all of the aircraft.

If it has had a bird strike there will be evidence of that which should be easy to find as we'll. but the main thing is no fire and there fore no lost evidence

[Squawk7700]

What was burning if the aircraft wasn't, the house?

[yr right]

Was the aircraft destroyed by fire. The pics I saw shows it wasn't.

[Squawk7700]

Chelsea plane crash: Plane ?nosedives? and hits houses | News.com.au (http://mobile.news.com.au/travel/travel-updates/chelsea-plane-crash-plane-nosedives-and-hits-houses/story-fnizu68q-1227090101652)

Not destroyed by fire but pretty much melted.

[Strainer]

What was burning if the aircraft wasn't, the house?

Probably the ruptured fuel tank from the left wing.

[KRviator]

ATSB Update (http://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-164.aspx)



History of the flight

On 14 October 2014, at 1321 Eastern Daylight-saving time,[1] (http://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-164.aspx#fn1) the pilot of an amateur‑built Van’s RV-6A aircraft, registered VH-JON and being operated in the ‘Experimental Category’, reported taxiing for a local flight at Moorabbin Airport, Victoria. The aircraft was subsequently cleared by air traffic control for take-off from runway 17 Right at 1323 and to maintain runway heading to depart the control zone to the south. The aircraft was then observed on Airservices Australia surveillance radar climbing to 2,900 ft above mean sea level (AMSL) and tracking southbound via the coast, in accordance with the published departure procedures for Moorabbin Airport. After 1326:07 no further radar returns were received from the aircraft.
The aircraft was observed by witnesses descending rapidly before impacting the ground next to a house in the suburb of Chelsea, 8 km to the south of Moorabbin. The aircraft was destroyed by the impact and the pilot was fatally injured.
There were a number of small post-impact fires started by the accident that were subsequently extinguished by members of the public and the fire brigade. A number of houses and several cars also sustained significant damage as a result of the accident.
Pilot information

The pilot held commercial and private flight crew licences with an aeroplane category rating. The licences were endorsed with single- and multi-engine class ratings and design feature endorsements for manual propeller-pitch-control and retractable undercarriage. The licences were also endorsed with instrument flight with 3-dimensional and 2-dimensional instrument approach privileges and night visual flight operational ratings. Both ratings were restricted to single-engine aircraft.
The pilot held a current class 2 medical certificate, which meant that the pilot could only exercise the privileges of a private pilot licence. The certificate included restrictions that distance vision correction was to be worn by the pilot and reading vision correction was to be available while exercising the privileges of the licence. The pilot last underwent an aviation medical examination 12 days prior to the accident. During that examination the pilot reported a total of 1,659 flying hours, with 17 hours flown in the last 6 months.
It was reported that the pilot appeared to be well rested in the 72 hours prior to the accident. No medical or other issues were reported to family members by the pilot in that period.
Aircraft information

Civil Aviation Safety Authority records indicated that the aircraft was constructed in 1999. It was first registered as an amateur-built aircraft in 2003 by the pilot, who was also the registered owner and operator.
A search of the Australian Transport Safety Bureau (ATSB) occurrence database revealed that the aircraft was involved in two previous accidents. In 2007, the aircraft sustained an engine failure and damage during the resultant forced landing. The Honda V6 engine that was installed at the time was reportedly removed and a new Lycoming IO‑360 aircraft engine installed in its place. It was also reported that the damage was repaired and the aircraft returned to flying status.
The aircraft was again damaged during a landing accident in 2010 when the nose wheel collapsed and the propeller contacted the ground while the engine was running. The engine was reportedly replaced with another Lycoming IO‑360 engine, the damage repaired and the aircraft returned to flying status.
The aircraft was also reported to have been involved in an incident approximately 1 month prior to this October 2014 accident, when an engine fire occurred whilst the aircraft was taxiing at Moorabbin. The fire was extinguished with the assistance of other persons. It was reported that the engine and associated areas of the aircraft were inspected by the pilot, who reported to friends that there appeared to be no damage as a result of the fire.
Aircraft refuelling

None of the mobile refuelling agencies at Moorabbin reported supplying fuel to the aircraft on the day of the accident.
The Dynon EMS-D120 engine monitoring system fitted to the aircraft recorded data relating to the total amount of fuel on board (see the section titled Onboard recording devices). The last system-recorded date of an increase in the amount of fuel on board coincided with the last recorded date that the pilot purchased fuel (AVGAS 100 low-lead) from a self‑service bowser at Moorabbin.
The EMS-D120 data showed that the aircraft completed three separate flights over a period of about a month after that refuelling, totalling 2.1 hours. This did not include the accident flight.
Weather information

The weather conditions at the time were reported to include a moderate to strong southerly wind at 17 kt, with some mid-level cloud in the area. Visibility was reported to be greater than 10 km. These conditions were consistent with the forecasts for Moorabbin and the greater Melbourne area.
Communications

Examination of the recorded air traffic control radio transmissions for Moorabbin Tower and the associated flight information service frequency to the south of Moorabbin revealed no emergency broadcast from the pilot. There was no evidence of any partial transmissions, open‑microphone transmissions[2] (http://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-164.aspx#fn2) or over-transmissions[3] (http://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-164.aspx#fn3) during the flight.
Aircraft wreckage information

Wreckage examination

The aircraft impacted a house fence and adjoining laneway in a significant nose-down attitude at high speed. The initial impact was to the left wing, which indicated a left wing‑down attitude of about 10° at the time. Witness marks on the fence indicated a descent angle of about 35°.
The aircraft commenced breaking up after the initial impact, with the left wing remaining at the initial impact point and the remainder of the aircraft continuing along the laneway. The propeller and engine separated from the fuselage and came to rest approximately 48 m and 68 m respectively from the point of impact.
The vertical and horizontal tail surfaces also separated from the fuselage and from each other and were located along the wreckage trail. The right wing and remainder of the fuselage came to rest approximately 95 m from the impact point but remained largely intact.
The remainder of the aircraft, including the cockpit, was destroyed during the impact sequence. Items associated with the aircraft were located in the laneway up to 130 m from the point of impact.
All flight controls and major aircraft components, including the cockpit canopy, were identified at the accident site.
Examination of the fuselage revealed considerable oil coating on the external surfaces. Oil was also found on the upper surface of the right wing and right horizontal stabiliser (Figure 1). There was very little oil coating on the left horizontal stabiliser and none on the left wing. Examination of recovered fragments of the cockpit canopy also showed oil coating on their internal and external surfaces.
Figure 1: Horizontal stabilisers displaying right stabiliser oil coating
http://www.atsb.gov.au/media/5176220/ao-2014-164_fig1_441x247.jpg
Source: ATSB
The engine and propeller were recovered for later technical examination under the supervision of the ATSB.
Recovered items

A number of aviation-related items were reported recovered at distances of up to 3 km from the accident site by members of the public and handed in to Victoria Police (Figure 2). These items included the pilot’s flight crew licence and aviation medical certificate, an aircraft pitot cover and warning flag, a flight bag, an En Route Supplement Australia (ERSA)[4] (http://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-164.aspx#fn4) and a very high frequency (VHF) handheld transceiver and antenna.
Figure 2: Location of recovered aviation-related items relative to the accident site
http://www.atsb.gov.au/media/5176225/trajectory_analysis_plot_10_438x643.jpg
Source: ATSB
Recorded information

Onboard recording devices

A number of electronic devices were recovered from the aircraft wreckage with the capability to record in-flight data. These included two Garmin global positioning system (GPS) units, a Dynon EFIS-D100 electronic flight information system and a Dynon EMS‑D120 engine monitoring system.
GPS units

Initial examination of the GPS units revealed significant damage. Further detailed examination is required to establish if any data can be recovered from either GPS.
EFIS-D100

Examination of the EFIS-D100 unit revealed that it was not configured for data logging. No relevant data was recovered from this unit.
EMS-D120

The EMS-D120 unit logged data from the accident flight. This included the aircraft’s GPS ground track and derived ground speed (Figure 3). When compared to the recorded radar data, the GPS ground track was consistent with the aircraft’s recorded radar track. No altitude or airspeed information was logged by the unit.
A number of engine operating parameters were also recorded by the EMS-D120.These parameters revealed that the engine appeared to be performing normally during the take‑off, climb to altitude and short cruise period. Work is ongoing to explain a decrease in the engine oil pressure about 7 seconds before the end of the recorded data.
The last valid data logged was time stamped at 1326:00.[5] (http://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-164.aspx#fn5) The corresponding GPS position showed the aircraft approximately 640 m to the north of the accident site at that time.
Figure 3: Recovered data from the EMS-D120
http://www.atsb.gov.au/media/5176230/ao-2014-164_fig3_450x302.jpg
Source: ATSB
Closed-circuit television footage

Closed-circuit television (CCTV) footage of the aircraft as it taxied at Moorabbin that day revealed no apparent anomalies with the aircraft. The aircraft’s cockpit canopy was in the lowered position at that time.
Other CCTV security cameras at Chelsea captured the last seconds of the flight. Analysis of that footage confirmed a steep nose-down flight path and an aircraft speed of approximately 200 kt (370 km/hr) leading up to the impact with terrain.
Radar data

Examination of the recorded radar data showed the aircraft climbing out of Moorabbin on runway heading at 1323:53. Twenty-eight valid radar returns were recorded for the aircraft, which was transmitting radar transponder code 3000.[6] The last valid return was at 1326:07 and indicated an altitude of 2,500 ft. Other traffic in the vicinity was detected by radar at altitudes as low as 1,100 ft.
Further investigation

The investigation is continuing and will include examination of the:


engine and propeller
cockpit canopy locking mechanisms in a number of similar aircraft
construction, maintenance and repair history of the aircraft
viability of recovering additional data from the accident‑damaged GPS units
radar data from a number of additional radar heads to determine if any further returns were recorded from the aircraft
pilot’s medical and flying history.

[Squawk7700]

Interesting preliminary report and quite a few nuggets of information in there, thanks for posting it.

If I'm reading this right, the engine sprung an oil leak and the canopy was opened up possibly due to smoke in the cockpit? I only say that because one would assume that you could control the aircraft safely with oil coming up from the front of the canopy and opening the canopy would be of no benefit.

As for how a handheld radio and a flight bag both of a reasonable mass and weight could end up such a distance away from the crash site, did the aircraft roll inverted? It's a pity the other dynon wasn't logging.

[VH-Cheer Up]

Could the oil pressure have dropped briefly if the aircraft rolled inverted? i.e. is the oil pressure fluctuation the result of the roll or the cause of it?

[peterc005]

Interesting point.

After a couple of seconds inverted the oil pressure would drop and it's likely some oil would be lost from the engine. This might also explain why contents of the plane were found a distance from the crash site.

The fact that there were no transmissions may also mean pilot incapacitation.

[Jabawocky]

Squawky

You may be onto it. There was allegedly an engine bay fire prior to this? Damaged hose unnoticed? Subsequent failure of the hose could be a possibility.

Even still, many pilots have had oil up the windscreen and oil smoke in the cabin, to crash it like that so far inland and away from the water? Hard to understand but possible.

Looks like a good report might follow. I hope they publish the data.

[Squawk7700]

On a side note Jabba it's great to see so many reports of crashes with Dynons or similar avionics fitted. It makes for a very quick initial analysis of the crash and will significantly reduce the cost of investigations as often the data tells the whole story. Long gone will be the trolling through witness statements and trying to piece together facts from scerics of information.

[UnderneathTheRadar]

it's great to see so many reports of crashes with Dynons or similar avionics fitted

ummm? :}

Bit like the fireman who told the news it was lucky that the crashed plane had run out of fuel because otherwise there might have been a fire...

UTR

[rioncentu]

What about a roll for fun?








Canopy pops, some chaos, things fall out and things get worse from there?

[Squawk7700]

You know what I mean.

Everyone says aviation is behind the 8 ball in Australia but we are quickly ending up with a fleet of aircraft with some funky recording equipment installed; as good as black boxes. The automotive sector needs to catch up.

Roll for fun? Doubt it. The oil on the canopy is a key sign.

[kingRB]

The automotive sector needs to catch up.

They have, it's called a dash cam. Widely used in the rest of the world, only just starting to take off here.

[Squawk7700]

I've had one for years, you'd be amazed what I've caught on it. Straight to YouTube. Actually, perhaps you wouldn't be surprised, there's a lot of tossers on the road especially this guy in a red Corvette I saw the other day, probably having a mid-life crisis. Some take their videos to the cop shop when they record illegal things however I don't think I'll end up doing that; they probably *love* people bringing in their dash can videos.

[Ultralights]

Roll for fun? Doubt it. The oil on the canopy is a key sign.

i think this is where i would be looking into, Oil on the canopy can happen with a minor/intermediate oil leak, such as a filler cap left off, or broken gasket,

But oil all over the right hand side of the aircraft, right to the tail and empennage, that to me, indicates a major failure somewhere, and possible damage to the airframe from high speed engine components flying all directions..

but then again, a bit of oil can go a long way....

[kingRB]

Straight to YouTube.

send us a link to your channel :E

[Sunfish]

Forget about a "roll for fun". The Chelsea area is part of the corridor into and out of YMMB. No sane pilot will be doing anything other than looking for traffic all the way to Carrum which is past Chelsea.

I think the state of the engine will tell ATSB something.

[rioncentu]

No worries I was just throwing a theory in.


Cockpit items ending up on the ground before the aircraft sure is strange?

[peterc005]

Possibly oil on the canopy caused disorientation, leading the plane to roll inverted and the contents to fall out.

Strange how there were no radio calls.

[Ultralights]

Strange how there were no radio calls.

probably to busy with the "aviate" part.

[1a sound asleep]

Still waiting on the ATSB

Latest update Updated: 3 May 2016

The ATSB is currently waiting on information from the United States National Transportation Safety Board to assist in the final stages of analysis for this investigation. It is anticipated the investigation report will be released to directly involved parties (DIP) for comment in July 2016. Feedback from those parties over the 28-day DIP period on the factual accuracy of the draft report will be considered for inclusion in the final report, which is anticipated to be released to the public in September 2016.