3 lost west of Brisbane Monday 29-8-22
Perhaps a miss-print.
Three on board with luggage = …?
Thread Starter
Having never flown up there, how hard is it to get a clearance off the Amberley mob?
For a VFR pilot, their airspace can be complex and intimidating. The terrain in that area is pretty intimidating as well if you're trying to get from the west to the eastern side of the range. There is lots of gotcha terrain as well, places where you think you can get through. It's just not the type of terrain you want to be messing around with in low vis and cloud.
It's pretty simple getting over the range, if you're IFR.
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Thread Starter
Still seems a lot of fuel to be lugging around. I’m thinking miss-print.
I don’t see anything unusual in the aircraft having been filled with fuel, if that’s what happened. So what if it was a short hop to YBAF? I can count on the fingers of one hand the number of times I haven’t filled tanks to full. It was a 182, not a 152 or 737.
It was a 182, not a 152 or 737.
Is a serviceable A/P required for a VFR charter flight?
In any event, I agree with the earlier point made by Lookleft about the usefulness of gadgets once the pilot appeared to engage the aircraft in ‘scud running’.
In any event, I agree with the earlier point made by Lookleft about the usefulness of gadgets once the pilot appeared to engage the aircraft in ‘scud running’.
No but a working AP might well have helped. Plug in the AP, call for assistance from ATC and get above the hill tops going east bound. Worry about the paperwork after one arrives alive on the ground. Then confess and take up that long standing ATC offer 'We are here to help!'.
I agree. Why an IFR qualified-but-not-current pilot did not just call Centre and say: “I’m in the gloop and I need help to get to non-gloop” is beyond me. But I have the same level of beyonded-ness about why a commercial pilot employed by a commercial operator in a commercial operation wasn’t IFR current and filing IFR flight plans in these kinds of circumstances. It’s not like they were doing sightseeing flights of Lake Eyre.
call for assistance from ATC and get above the hill tops going east bound.
But I have the same level of beyonded-ness about why a commercial pilot employed by a commercial operator in a commercial operation wasn’t IFR current and filing IFR flight plans in these kinds of circumstances. It’s not like they were doing sightseeing flights of Lake Eyre.
According to the report, the aircraft was equipped for flight under the IFR. My point is I don’t understand why the pilot didn’t just get on the dials, climb and make a pan call. He may not have been current, but that doesn’t mean he was completely incapable of a wings-level climb on the dials.
Last edited by Lead Balloon; 21st Dec 2022 at 21:48.
The pilot of the 182 were a high time helicopter pilot and would have helicopter habits ingrained. Whilst some fixed wing drivers are slobs and fill’er up to the brim every time, and even their aircraft as well, helicopter pilots on the other hand are very particular about adding any more weight then needed. …or there may have been a further flight planned latter that he were tanking for.
Apart from the extra several hours of un-needed fuel added at Dalby I don’t see anything out of the ordinary at the Dalby fuel stop. Add fuel, a rolling check run-up, and go. I see rolling check run-ups every day I’m at an airport with commercial operators.
Did you see the photo of the impact site? Did you note the estimated bank angles? They did not see that hill coming until the last moment. If it wasn't scud running then it certainly wasn't VFR.
What are your theories, FB? Honest question.