Missing single seat chopper and pilot, NW of W.A.

[onetrack]

Seems like one of the NW of W.A. cattle station blokes has gone down in the rugged country between Port Hedland and Nullagine yesterday afternoon (28/07/15).
I trust he's O.K., but I fear the worst. That country isn't exactly full of forgiving vegetation.
It appears from the news pic he was flying a homebuilt? Anyone know anything about his little machine?

Police commence search for overdue chopper and pilot in NW of W.A. (https://au.news.yahoo.com/thewest/regional/north-west/a/29096262/search-for-missing-helicopter-pilot/)

[onetrack]

News outlets are now stating his chopper was an experimental class of machine. I understand there are two local station choppers, a charted fixed wing aircraft, and also reportedly, the Dornier 328 of AMSA, now involved in the search.
Here's hoping he just had some minor mechanical problems and just had to do an unscheduled landing, and wait for help.
Fortunately, the weather conditions in the region are relatively mild at this time of year. In Summer, there can be some pretty torrid heat out there.

[Weeds round the prop]

A Mosquito ? A Canadian kit design. Various engine fits, mainly 2 cylinder 2 stroke/cycle.
There are some examples in WA

[onetrack]

The media and the police have now taken the unusual step of identifying the missing pilot.
He's named as local highly experienced mustering identity, Ross McDowell, who runs Rossy Rotor Aviation out of a Port Hedland address.
The additional media pic shows him refuelling an R22 - but it appears the missing aircraft isn't the R22 in the additional media photo.

W.A. Today - missing helicopter search (http://www.watoday.com.au/wa-news/south-hedland-police-lead-search-for-missing-helicopter-pilot-in-pilbara-20150729-gimmf8)

[onetrack]

It's reported that the wreckage of Ross's chopper has been found this afternoon, and Ross is deceased. Police report that the crash was "catastrophic" and it appears Ross was killed instantly.
Sad to hear of such a disastrous end for a highly experienced operator. RIP.

ABC news - missing W.A. helicopter pilot confirmed dead in crash (http://www.abc.net.au/news/2015-07-29/missing-wa-helicopter-pilot-confirmed-dead-in-crash/6658164)

[Mongrel Dog]

Dreadful news.

Rossy was a true character of the industry and an absolute gentleman. He will be sadly missed.

[In2wind]

Rossy was a great guy. He gave me my first start when others wouldn't. Willing to take a chance on a young bloke. Something I will never forget, some 20 years later and still flying helicopters in this funny old industry. 'When ya forest ghosts start to motor call Rossy Rotor' haha
RIP old mate!

[onetrack]

It's reported that Ross's kit-built machine was a Cicare CH-7Bt, fitted with a turbocharged Rotax 914.
The police report says wreckage was spread over 200 metres, thus indicating a high-speed impact.
No indication yet of whether an in-flight break-up was responsible - but with a 30,000 hour mustering veteran at the controls, something catastrophic certainly appears to have happened.
Airworks had a story on their website about the build, but the site page has now been taken down.

Pilot dies as kit-built helicopter crashes (https://au.news.yahoo.com/thewest/wa/a/29114072/pilot-dies-as-kit-built-helicopter-crashes/)

[havick]

but with a 30,000 hour mustering veteran at the controls, something catastrophic certainly appears to have happened.

Whilst it may well have been a mechanical failure causing the crash, it also may not have been. Just because someone has 10 full logbooks doesn't automatically mean that a cause of the crash was mechanical failure (think ABC AS355 crash at Lake Eyre). Could've been anything from mechanical failure, medical problems, CFIT etc

Rossy was a great guy, but speculation is best left until after the investigation (if there is even one given it was experimental). Condolences to friends and family.

[topendtorque]

True Havick, the gentleman might easily have had a heart attack and lost it. From what is reported the ATSB will be investigating which is good as a few years back they weren't even interested in anything rotary much less than 5700 kg. I think we would all be interested to hear how many bad accidents in this type. I note one of the press reports noting that as it was experimental that it could not be used commercially?

[Frying Pan]

I think that's true TET. I'm flying an R44 at the mo with 'experimental' stickers on the side which cannot be used commercially.

Cheers FP

[blakmax]

Two things interest me from the recent discussions. First from TET: From what is reported the ATSB will be investigating which is good as a few years back they weren't even interested in anything rotary much less than 5700 kg.

Are you really saying that the ATSB could not give a flying-fox's fart for the causes of crashes that take the lives of pilots of smaller helicopters? That is either unbelievable or unforgivable!

Next the comment from Flying Pan: I'm flying an R44 at the mo with 'experimental' stickers. Is it true that a simple sticker can over-ride the regulatory requirements for an otherwise commercially certifiable R44 provided it is not used as a commercial aircraft? For my education, what constitutes "commercial"? Does it mean that the aircraft can't be used to carry any fare-paying passengers other that the pilot? So, if the aircraft can be used without fare-paying customers, can it still be used by the pilot alone, such as in a mustering operation? If so, what are the exemptions granted by the "experimental" tag? Could for example the owner ignore Airworthiness Directives for R44s in relation to blade replacement applied in a commercial license condition just because it is "experimental" and operated in a mustering environment?

Bemused

Blakmax

[Frying Pan]

Blaxmax,

Let me clarify. The experimental sticker on the 44 means I cannot fly it as a commercial helicopter, so no fare paying passengers or mustering. The stickers do not bypass any CASA regulations, in fact it has tighter ones hence the stickers. No ADs ignored.

I cannot speak for TET regarding crash investigations under 5700kgs. But there is anecdotal evidence of previous mustering crashes which haven't had the 'full' investigation if it's just the pilot concerned.

Cheers FP

[onetrack]

the gentleman might easily have had a heart attack and lost itI was obviously under the incorrect impression that an aviation medical examination is a pretty thorough technique for weeding out those with clogged arteries, heart muscle disease, and a family history of circulatory system ailments - or is "doctor shopping" common in outback regions, and amongst the mustering set? I'll grant that a few people with circulatory system ailments can, and do, slip through the examinations net - but with modern medical techniques and equipment, that number must be exceptionally low.

[MarcK]

About 25% of all heart attacks occur without any warning or previous symptoms. Aviation medicals do not normally do a full cardiac workup, in any case. That would include such things as a stress treadmill test. Normal test for firefighters, but not for pilots.

[blakmax]

Thanks for the clarification FP.

[topendtorque]

Over here the goal post for medical shift every year especially if one is of the aged (or more wooded?) variety. Over sixty it is mandatory to do a stress ECG. I.E. run up the treadmill and kick some dudes backside up there. This pilot was 62. I agree the probability of a serious medical problem by one of Ross's lifestyle is extremely low, he cleanly was never one to indulge in sedentary mannerisms.

He was scheduled to arrive well before last light so low vis is not an issue.

yes we have had scant regard from ATSB at times and a few years back they had some serious problems addressing quite some mandatory reportable bingles. I have sent blakmax a pm.

The ATSB investigation number is AO-2015-89. Nothing much there as yet, rumours have it as a structural failure as the local police have indicated in their media report.

Ross was always looking for something outside the square including quite some research and a recent film doco on drones. I had the privilege to do his '47 and or mustering endorsement way back, sometime, '82 maybe.

frying pan, why would you be operating an R44 in the experimental category?

cheers tet

[blakmax]

TET

Thanks for the PM.

Now I am worried because I am 68 and I avoid exercise because I am allergic to it. (It brings me out in a sweat and I am very short of breath every time I try.)

Now I have heard from my contacts that one blade was found well away from the impact site. Does anyone have confirmation of that? If so, can anyone explain how a heart attack would cause a blade separation?

This really gets back to TETs comment that ATSB does not care if it is a light/home-built/experimental aircraft. They only investigate significant events where a commercial rating applies and there are significant casualties.

What about if the causes of an "insignificant" crash in which some poor bastard dies actually may have relevance to a more significant event but in the mean time they have not developed the investigative skills based on the "insignificant" crashes to actually draw the correct conclusions? I refer you to page 8 of this paper, where three examples are resented of official investigations in which the official conclusions in relation to structural failures associated with adhesive bonds may be open to question:

http://www.adhesionassociates.com/papers/56%20Assessing%20Adhesive%20Bond%20Failures%20-%20Mixed-Mode%20Bond%20Failures%20Explained.pdf

These are AUS/NZ examples but I suggest that the level of understanding of adhesive bond failure forensics world-wide in many recognised crash investigation authorities is significantly deficient.

Regards

Blakmax

[oleary]

Having had one of these failures in a Canadian 212 main blade (blakmax knows the story) I agree with everything he says.

The TSB Class 3 (means fairly serious) investigation agreed that the blade had delaminated, but were unable to determine exactly why.

I can report that after ~22K in the biz I have never been that ****-scared in my life - and I've had my share of engine/component/systems failures. :\

[Frying Pan]

TET,

To answer your query. The experimental R44 is due to a conversion. The yaw control is on the cyclic in a twist grip. The pedals are still there and move as well but the pilot destined to fly it is paralysed from the waist down so the feet controls are pointless. It's actually very easy to fly, regardless of people's views on Robinsons, the feel of the yaw with your fingers is much more sensitive than with your Steel Blue boots on....so to speak. It's still under going approval and I'm convinced it will get through. For cynics out there, it's not destined to be flown solo under this system.

Cheers FP

[havick]

Is that the machine in TWB that's having the EO done by Autoavia?

[blakmax]

Oleary

I am astounded that bond failures are considered the be part of the risk of flight, and I know of your case because we discussed it some time ago. Bond failures can be prevented. There are really only two causes of bond failures: bad production processes or bad design and certification processes.

The simple fact is that examination of the bond failure surfaces can clearly tell you what is the cause. If it fractures the adhesive and leaves large amounts of adhesive on both surfaces, then it is a cohesion failure and the fault is a design and certification issue. Such failures usually occur at high loads. For film adhesives failure usually occurs through the carrier cloth, a light open weave material used to facilitate handling.

If the bond fails at the interface or near the interface the it is indicative of degraded bond strength at the interface and failures usually occur at or near the interface between the adhesive and the substrate to which the bond is formed. These are always failures at a much lower strength and are directly associated with production processes. For metals, the failure is almost invariably driven by hydration of the oxide layer on the metal surfaces where the adhesive is bonding. A similar mechanism applies to some bonds to fibre composites but there may also be some other factors.

I wish I could have access to the wreckage in many crashes involving bonded parts because i know that the level of knowledge of adhesive bond failure forensics within the regulators and crash investigators is exceptionally low, and this is not a reflection on the personnel involved, it is a recognition that the available level of understanding and training is deficient. If you don't know that you don't know then what you do know becomes the accepted explanation even if it is wrong.
Regards Blakmax

[topendtorque]

thanks frying pan,
interesting.
cheers tet