Kimberley crash 26th August 2014
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Kimberley crash 26th August 2014
Kimberley chopper crash: Helicopter pilot killed at remote pastoral station
A 34-year-old pilot has been killed in a helicopter crash at a remote pastoral station in the Kimberley.
The Australian Transport Safety Bureau (ATSB) said the R22 was on a ferry flight between Yeeda Station and Springvale Station, north of Halls Creek, on Monday afternoon.
Police said when the pilot failed to return at 6pm (AWST) yesterday, three other helicopters began searching but could not find the aircraft.
It was located about 7:30am today, about 30 nautical miles from Springvale Station.
Police said the helicopter had crashed and caught fire, killing the pilot.
The ATSB said two investigators from Perth would travel to the site and spend two days recovering items for examination, including the helicopter's maintenance documentation and records.
Local police were also on their way to the scene.
A report will be prepared for the coroner.
Springvale Station is about 48 kilometres north of Halls Creek and 84 kilometres south west of Warmun in the Kimberley region.
It is the second fatal helicopter incident at Springvale Station in five years.
On May 5, 2009, two Robinson Helicopter Company R22s collided in midair about 15 kilometres south-east of the station, claiming the lives of Australian Troy Wareham, 37, and New Zealander Matthew Funnell, 39.
Both had taken off from the station just prior to sunrise that morning to carry out some mustering.
The ATSB found the converging flight paths of the helicopters, pilot fatigue and glare from the rising sun were all contributing factors.
The Australian Transport Safety Bureau (ATSB) said the R22 was on a ferry flight between Yeeda Station and Springvale Station, north of Halls Creek, on Monday afternoon.
Police said when the pilot failed to return at 6pm (AWST) yesterday, three other helicopters began searching but could not find the aircraft.
It was located about 7:30am today, about 30 nautical miles from Springvale Station.
Police said the helicopter had crashed and caught fire, killing the pilot.
The ATSB said two investigators from Perth would travel to the site and spend two days recovering items for examination, including the helicopter's maintenance documentation and records.
Local police were also on their way to the scene.
A report will be prepared for the coroner.
Springvale Station is about 48 kilometres north of Halls Creek and 84 kilometres south west of Warmun in the Kimberley region.
It is the second fatal helicopter incident at Springvale Station in five years.
On May 5, 2009, two Robinson Helicopter Company R22s collided in midair about 15 kilometres south-east of the station, claiming the lives of Australian Troy Wareham, 37, and New Zealander Matthew Funnell, 39.
Both had taken off from the station just prior to sunrise that morning to carry out some mustering.
The ATSB found the converging flight paths of the helicopters, pilot fatigue and glare from the rising sun were all contributing factors.
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In response to this story a friend from deep south of WA told me he knew of 3 muster pilots who succumbed to the same ailment and another who was not a muster pilot. Also of another who currently has a practice of it, even down to getting lost landing at the wrong station refuelling and carrying on when the original flight could have occurred in daylight in fifteen minutes. Clearly we will read about that bloke someday to.
Over the years I have known of quite some, often the response when one asks why is, "Oh, he had it hanging on the wall." Well bugger me, how do they get stopped at doing it cos it's not them that suffers when they wipe themselves out?
I really don't know what to think, certainly it is dang stupid to contemplate it without both training and equipped panel, but teaching a couple of easy tricks to people how to save themselves leads me to think then more of it will happen.The big trouble is they will not recognise the difference between tricks and reality when you have to land and swag it and they will not be prepared for that as we used to be with basic stuff like adequate water, tucker, swag, good radio (nowadays a sat phone) and matches to keep you warm.
Perhaps there could be some mandatory very cheap shock techniques that they should all go thru every couple of years to bring it home, say standing in a room being slowly darkened and with a shifting image of the horizon as it slowly fades being projected onto a wall in front of them, but have the floor lined with beds of nails so when they fall it hurts. Some more reality like standing by with a big stick to beat them with when they are on the floor because they didn't call out to stop in time might be a good idea as well, then hit them with the full wall image of a grieving woman and kids to contemplate.
One of the big troubles is that these blokes are not professional aviators with accomplished professional airman-ship and downright refuse to seek or acknowledge such traits.
tet.
Over the years I have known of quite some, often the response when one asks why is, "Oh, he had it hanging on the wall." Well bugger me, how do they get stopped at doing it cos it's not them that suffers when they wipe themselves out?
I really don't know what to think, certainly it is dang stupid to contemplate it without both training and equipped panel, but teaching a couple of easy tricks to people how to save themselves leads me to think then more of it will happen.The big trouble is they will not recognise the difference between tricks and reality when you have to land and swag it and they will not be prepared for that as we used to be with basic stuff like adequate water, tucker, swag, good radio (nowadays a sat phone) and matches to keep you warm.
Perhaps there could be some mandatory very cheap shock techniques that they should all go thru every couple of years to bring it home, say standing in a room being slowly darkened and with a shifting image of the horizon as it slowly fades being projected onto a wall in front of them, but have the floor lined with beds of nails so when they fall it hurts. Some more reality like standing by with a big stick to beat them with when they are on the floor because they didn't call out to stop in time might be a good idea as well, then hit them with the full wall image of a grieving woman and kids to contemplate.
One of the big troubles is that these blokes are not professional aviators with accomplished professional airman-ship and downright refuse to seek or acknowledge such traits.
tet.
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Over the years I have done a fair bit of Frost Protection and Cherry drying in the night and I have to fly on Frost this coming week, always a nervous time still. I hold a NVFR and the training process for that rating confirmed to me that you should not be flying around at night at any time other than over a city or a well lit up area.
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Perhaps there are similarities here?
Investigation: AO-2011-087 - Collision with terrain - Robinson R22 helicopter, VH-YOL, 14 km north-west of Fitzroy Crossing, WA, 27 July 2011
This statement alone, from the 2011 crash report above, should raise concern;
"The ATSB has investigated four occurrences where day VFR-equipped R22 helicopters have been operated at night. Each of those occurrences resulted in the aircraft impacting terrain with fatal consequences."
Investigation: AO-2011-087 - Collision with terrain - Robinson R22 helicopter, VH-YOL, 14 km north-west of Fitzroy Crossing, WA, 27 July 2011
This statement alone, from the 2011 crash report above, should raise concern;
"The ATSB has investigated four occurrences where day VFR-equipped R22 helicopters have been operated at night. Each of those occurrences resulted in the aircraft impacting terrain with fatal consequences."
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Non Professional aviators and private operations. Unless there is an AOC to bear pressure and responsibilities there seems to be no regulation. A station pilot (employee ) being killed flying at night in a day VFR helicopter would attract the attention of Work Safe I would presume.
Plenty of owner/operators with AOCs doing the same stuff, too.
Typical scenario: Finish the job at last light, but then you are supposed to start at the next station 100 miles away at first light. So you gotta ferry it over there in the dark, right?
"No worries, I got away with it the last 5 times I did this".
Except this time it's a new moon (as it was in this latest accident, by the way)
"Oh well that's what the landing lights are for".
....
This wasn't the first time this has happened, and it won't be the last.
That right there is the core of the problem. A lot of these pilots wouldn't even refer to themselves as pilots. They operate helicopters the same way one would operate a motorbike.
Typical scenario: Finish the job at last light, but then you are supposed to start at the next station 100 miles away at first light. So you gotta ferry it over there in the dark, right?
"No worries, I got away with it the last 5 times I did this".
Except this time it's a new moon (as it was in this latest accident, by the way)
"Oh well that's what the landing lights are for".
....
This wasn't the first time this has happened, and it won't be the last.
One of the big troubles is that these blokes are not professional aviators with accomplished professional airman-ship and downright refuse to seek or acknowledge such traits.
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Collision with terrain involving Robinson R22 helicopter, VH-YPC, 70 km north west of Halls Creek, WA on 25 August 2014
Chopper pilots urged to land before last light, following Kimberley crash investigation
What happened
On the afternoon of 25 August 2014, the pilots of two Robinson R22 helicopters were ferrying the helicopters from Yeeda to Springvale via a refuelling stop at Leopold Downs, within the Kimberley region of Western Australia. The pilot who was ahead by about 10 NM (18 km) arrived at Springvale about 40 minutes after last light but the pilot of the second helicopter, registered VH‑YPC, did not arrive as expected.
A search using helicopters began early the next morning and the overdue helicopter was soon found in a seriously damaged state, close to the intended track and 25 NM (46 km) west of Springvale. The pilot had been fatally injured.
What the ATSB found
The ATSB found that the pilot of VH-YPC, who did not hold a night visual flight rules (VFR) rating or instrument rating, continued flying towards the destination after last light (end of civil twilight), then in dark night conditions without local ground lighting, inadvertently allowed the helicopter to descend into terrain.
Safety message
This accident highlights the inherent high risk of night flying in remote areas due to the absence or degradation of the visual references for establishing an aircrafts attitude and position. This risk is increased to unacceptable levels when night flying is attempted by pilots without night VFR or instrument flying qualifications. To avoid the usually fatal consequences of disorientation, day VFR pilots need to plan to arrive at their destination at least 10 minutes before last light and to have a realistic Plan B to use when it becomes apparent that an intended flight cannot be completed in daylight. It is important, also, for operators and others involved in the operation of aircraft to actively support safety-first pilot decision making.
The ATSB is concerned about the frequency of accidents many fatal that involve pilots flying with reduced visual cues. This has been highlighted on the ATSB website as a SafetyWatch priority along with a number of strategies to help manage the risk and links to relevant safety resources.
On the afternoon of 25 August 2014, the pilots of two Robinson R22 helicopters were ferrying the helicopters from Yeeda to Springvale via a refuelling stop at Leopold Downs, within the Kimberley region of Western Australia. The pilot who was ahead by about 10 NM (18 km) arrived at Springvale about 40 minutes after last light but the pilot of the second helicopter, registered VH‑YPC, did not arrive as expected.
A search using helicopters began early the next morning and the overdue helicopter was soon found in a seriously damaged state, close to the intended track and 25 NM (46 km) west of Springvale. The pilot had been fatally injured.
What the ATSB found
The ATSB found that the pilot of VH-YPC, who did not hold a night visual flight rules (VFR) rating or instrument rating, continued flying towards the destination after last light (end of civil twilight), then in dark night conditions without local ground lighting, inadvertently allowed the helicopter to descend into terrain.
Safety message
This accident highlights the inherent high risk of night flying in remote areas due to the absence or degradation of the visual references for establishing an aircrafts attitude and position. This risk is increased to unacceptable levels when night flying is attempted by pilots without night VFR or instrument flying qualifications. To avoid the usually fatal consequences of disorientation, day VFR pilots need to plan to arrive at their destination at least 10 minutes before last light and to have a realistic Plan B to use when it becomes apparent that an intended flight cannot be completed in daylight. It is important, also, for operators and others involved in the operation of aircraft to actively support safety-first pilot decision making.
The ATSB is concerned about the frequency of accidents many fatal that involve pilots flying with reduced visual cues. This has been highlighted on the ATSB website as a SafetyWatch priority along with a number of strategies to help manage the risk and links to relevant safety resources.
The Australian Transport Safety Bureau (ATSB) has released its findings on a helicopter crash in the Kimberley region of Western Australia.
On August 25th, two Robinson-22 aircraft were making their way from Yeeda to Springvale Stations, when one failed to arrive after dark.
The ATSB's report indicates that the missing helicopter crashed at high speed, about 46 kilometres west of Springvale.
34-year-old pilot and father, Justin McDonald, was killed as a result.
ATSB Manager of Aviation Safety Investigations, Ian Sangston, says flying after last light was a contributing factor in the accident.
"The key finding was that the pilot, who did not hold a visual flight rules (VFR) rating, or an instrument rating, continued towards his destination after last light, and then into dark night conditions, without any local ground lighting," he said.
"Unfortunately the pilot inadvertently allowed the helicopter to descend into terrain.
"It's very important in such conditions, for people to take safe options and to make sure they're appropriately qualified and their helicopters are appropriately equipped."
Mr Sangston said he was unsure just how many pastoral chopper pilots may be operating without night qualifications.
"It's a hard question, I'd probably say the majority of pilots would hold a night VFR rating, but as to the pastoral industry in the north and west of Australia, I don't know if that proportion would be as high."
Due to the risk of disorientation, regulations require pilots with day VFR ratings to arrive at least 10 minutes before last light.
If pilots believe they cannot complete a journey within that timeframe, the ATSB encourages having a realistic 'plan B' in place.
"If the pilot feels they can't meet this requirement, they really need to be thinking about do they need to be making the flight," Mr Sangston said.
"In this example, the pilots landed to refuel and they were concerned about the headwind they were flying into and the time it was taking to get there, but they still took off.
"So what we're trying to say is if you're able to stay at an intermediary position, why not take the safe option and do that.
"Know your limitations and avoid flying in conditions with reduced visual cues."
Mr Sangston said the Bureau continues to see a consistent number of accidents, in which flying in dark night conditions remains the chief cause.
"Between 1993 and 2012 there were 26 accidents in Australia in night conditions," he said.
"There were another 10 accidents where there was inadvertent flight into cloud and these 36 accidents resulted in 58 deaths, nearly all of them occurred in night flight.
"So yes, it's very much a focus of ours."
No safety recommendations were made as a result of the ATSB's investigation and the report states that its findings 'should not be read as apportioning blame or liability to any particular organisation or individual.'
On August 25th, two Robinson-22 aircraft were making their way from Yeeda to Springvale Stations, when one failed to arrive after dark.
The ATSB's report indicates that the missing helicopter crashed at high speed, about 46 kilometres west of Springvale.
34-year-old pilot and father, Justin McDonald, was killed as a result.
ATSB Manager of Aviation Safety Investigations, Ian Sangston, says flying after last light was a contributing factor in the accident.
"The key finding was that the pilot, who did not hold a visual flight rules (VFR) rating, or an instrument rating, continued towards his destination after last light, and then into dark night conditions, without any local ground lighting," he said.
"Unfortunately the pilot inadvertently allowed the helicopter to descend into terrain.
"It's very important in such conditions, for people to take safe options and to make sure they're appropriately qualified and their helicopters are appropriately equipped."
Mr Sangston said he was unsure just how many pastoral chopper pilots may be operating without night qualifications.
"It's a hard question, I'd probably say the majority of pilots would hold a night VFR rating, but as to the pastoral industry in the north and west of Australia, I don't know if that proportion would be as high."
Due to the risk of disorientation, regulations require pilots with day VFR ratings to arrive at least 10 minutes before last light.
If pilots believe they cannot complete a journey within that timeframe, the ATSB encourages having a realistic 'plan B' in place.
"If the pilot feels they can't meet this requirement, they really need to be thinking about do they need to be making the flight," Mr Sangston said.
"In this example, the pilots landed to refuel and they were concerned about the headwind they were flying into and the time it was taking to get there, but they still took off.
"So what we're trying to say is if you're able to stay at an intermediary position, why not take the safe option and do that.
"Know your limitations and avoid flying in conditions with reduced visual cues."
Mr Sangston said the Bureau continues to see a consistent number of accidents, in which flying in dark night conditions remains the chief cause.
"Between 1993 and 2012 there were 26 accidents in Australia in night conditions," he said.
"There were another 10 accidents where there was inadvertent flight into cloud and these 36 accidents resulted in 58 deaths, nearly all of them occurred in night flight.
"So yes, it's very much a focus of ours."
No safety recommendations were made as a result of the ATSB's investigation and the report states that its findings 'should not be read as apportioning blame or liability to any particular organisation or individual.'
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Unless you're over a built-up area with cultural lighting, there is no such thing as Night VFR...
Look for old definitions of visual flight rules that include the ability to orient the aircraft by reference to the surface....
Can't see the surface? Can't orient the aircraft.
Wish the authorities would wake up and change the definition of VFR.
Look for old definitions of visual flight rules that include the ability to orient the aircraft by reference to the surface....
Can't see the surface? Can't orient the aircraft.
Wish the authorities would wake up and change the definition of VFR.
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Why change the rules ? If the existing ones where followed all would have been fine , by making new rules all you are going to do is make it harder for those who actually follow them .
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Prior to 2012 in the UK all night flying was subject to IFR but then the regulations were changed following an EASA directive and night VFR flying has been permitted. Whilst the requirement includes "to be in sight of the surface" just what this means at night is hard to really define. Does it mean beneath you, or anywhere you can see something fixed - usually lights? And that can change quickly, with weather you can't often see, particularly as ground illumination becomes scanty. So night flying has plenty of scope for trouble when permitted under VFR.
The examples discussed above are not relative to what the rules say, the aviation industry in Australia (particularly mustering) is littered with tombstones from people who fly at night in unequipped aircraft without the appropriate training. They are not following the rules anyway, so why does it matter what the rules say?
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That Heliduck is the core issue isn't it? The rules here are simple, do not fly at night in a non equipped aircraft. The other discussions about what is and is not NVFR outside a lit up area are very valid and I agree with those sentiments. One of our major EMS operators ban NVFR in less than 1/4 moon condition and those guys are fully IFR equipped.
If we can get them to stop when they should, but how?
If we can get them to stop when they should, but how?
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Again it's into a grey discussion we go.
Totally agree with rs;
It's nice being in sight of the surface, however is that the distant village lights twinkling or maybe it's the stars? Are the instruments too bright, is the iPad (other makes available) moving map/chart too bright, how much do we actually see outside flying night VFR? All well and good sitting in our armchairs, but throw in a little turbulence, a bit of weather, no moon, cockpit lighting and maybe a little bit of pressure and a distraction or two, and that in 'sight of the surface' wording becomes greyer and greyer. Of course we don't want more restrictions, however night VFR is a different kettle of fish to day VFR
Personally, despite having an autopilot with all the full IF fit, gucci couplings etc. if I can't see a discernible horizon en route, I'm not continuing. I'm fortunate that I'm in a position where I can easily say no, however I appreciate others aren't in the same fortunate position and this is where the problems begin.
I don't have a full solution, except the obvious, which is the costly & mainly prohibitive one of IR's. I'm not sure that restricting night flying to IR's is the route, however a limited IF course/training may be a safer and ££ better solution for most. As always, until an incident occurs I can't imagine changes.
Totally agree with rs;
Prior to 2012 in the UK all night flying was subject to IFR but then the regulations were changed following an EASA directive and night VFR flying has been permitted. Whilst the requirement includes "to be in sight of the surface" just what this means at night is hard to really define. Does it mean beneath you, or anywhere you can see something fixed - usually lights? And that can change quickly, with weather you can't often see, particularly as ground illumination becomes scanty. So night flying has plenty of scope for trouble when permitted under VFR.
Personally, despite having an autopilot with all the full IF fit, gucci couplings etc. if I can't see a discernible horizon en route, I'm not continuing. I'm fortunate that I'm in a position where I can easily say no, however I appreciate others aren't in the same fortunate position and this is where the problems begin.
I don't have a full solution, except the obvious, which is the costly & mainly prohibitive one of IR's. I'm not sure that restricting night flying to IR's is the route, however a limited IF course/training may be a safer and ££ better solution for most. As always, until an incident occurs I can't imagine changes.
I think your previous suggestion of simulation would help TET, but it would need to be done regularly as we tend to get bolder with time. Unfortunately experience is something we get immediately after we need it.
Does CASA not have Ops inspectors who are mandated to check out mustering operations?
Do the operators have to maintain logs of where and when their aircraft fly? Surely that could be made auditable (subject to unscrupulous falsification of course) such that illegal night flights in non-equipped aircraft by non-rated pilots should be relatively easy to spot and therefore police?
There must be a way of weeding out the 'excessive risk takers' but I guess it starts with a culture change which will have to come from regulation. Either that or CASA just accepts the Darwinesque nature of CFIT as a natural selection for mustering pilots.
Do the operators have to maintain logs of where and when their aircraft fly? Surely that could be made auditable (subject to unscrupulous falsification of course) such that illegal night flights in non-equipped aircraft by non-rated pilots should be relatively easy to spot and therefore police?
There must be a way of weeding out the 'excessive risk takers' but I guess it starts with a culture change which will have to come from regulation. Either that or CASA just accepts the Darwinesque nature of CFIT as a natural selection for mustering pilots.
Personally, despite having an autopilot with all the full IF fit, gucci couplings etc. if I can't see a discernible horizon en route, I'm not continuing. I'm fortunate that I'm in a position where I can easily say no, however I appreciate others aren't in the same fortunate position and this is where the problems begin.
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We've had the gogs for at least 2 years now MG .... 