[Kharon]

Predictable and inevitable.

Now, the legal eagles are circling; ever watchful, careful and cunning, already formulating plans for both defence and attack. All part of the natural aftermath of any event which involves injury or death, particularly one which involves aircraft and the public.

Speculation and media drama don't signify too much, not at the moment and will soon be consigned to 'other news' once the headlines have been replaced; again all part of the natural progress of such events. Which is one of the reasons why the NTSB and other mature agencies, charged with investigating fatal events manage the initial stages of the investigative process very carefully. Being particularly careful to get out 'in front' of the story, control the narrative and reduce the speculative element as far as possible.

But the real work is only beginning; the quiet army of folks in the background will do the heavy lifting; and, deal with the grisly, awful, dirty hard work of investigation and examination. These unsung folk deserve every bit of our unstinting thanks, appreciation and admiration for the jobs they do – Bravo, well done and thank you.

Now comes the hard part for those directly involved; the waiting. Nothing can even begin to be resolved until the final report is produced, and even then, more time must be invested before the Coroner has had his turn with the bat. Only then can the legal eagles join the battle; for battle it is. No quarter given, no wrinkle ignored, no ploy too ruthless in their clients interest. Any small chink in entire process can and will be used as a weapon, particularly any 'loose' or speculative narrative provided by those directly involved or responsible for providing the final report.

The Police, Ambulance, Fire control, ATSB crew and anyone assisting know better than to go 'on the record' with the media without an 'official' position to support their position. All except the ATSB chief commissioner; who gave not only individual media outlets interview, but then held a press conference almost before an IIC had been on site and  briefed him. 

For example - “ATSB chief commissioner Angus Mitchell said “the death toll would have been “far worse” had it not been for the skill of surviving pilot Michael James, who put the crippled chopper down on a sandbank in the Southport Broadwater, metres from the crushed wreckage of the other aircraft.” - Bollocks!

Supposition, speculative: Mitchell has no reason to make this statement; no supporting evidence or even the slightest idea of who – if any one person – caused the collision or even the events which led to the event. The public and the media may well forget the interviews and the words spoken; but, sure as hell the legal boys and girls will be all over every word uttered. The words uttered by this prattling fool could very seriously affect a legal ruling, when push, as it invariably does, comes to shove - in a court of law, not in the press.

Mitchell must recuse himself from the investigation and report, if only for common decency sake. His 'job' was to ensure that a trained IIC was given a brief, assemble a team, ensure all resources were provided and to stay out of the way of not only the professionals but the media.

Aye; 'tis true - Fools rush in where angels fear to tread.

Toot – toot....

[P7_TOM]

Fuel – for thought. (Not argument)..Pax rules.

Quite natural that the recent mid-air collision event between two helicopters should trigger some discussion between a few of us last evening. Problem #1 being that our 'collective' knowledge of 'chopper' operations could be written on the back of a cigarette packet; problem #2 was a lack of detail on 'operational procedures'. So, that put a definite limit on considered 'expert' advice. However, it got the thinking gears in motion and provided some notions which were worth exploring, even if only to be consigned to 'not relevant bin'. So, FWIW – I'll stick my neck out and construe.

To begin this article – HERE – is worth a few moments; for it is there that our 'discussions' developed.

Then I ask a question – when you were taught to cross a road you looked Left; then Right – then LEFT again and if it was 'safe; to cross, you were taught to WALK not run. Which is fine in a lot of countries; those that drive on the left; but in the USA = that life long will get you flattened in short order. It is however a deeply ingrained 'habit' and hard to kick.

Other 'habits' may be defined as 'airmanship'. Hands up those who check base leg and final (twice) when taxi-ing down wind before take off: and, hands up those who only check for a left hand circuit pattern – some places do have RH circuits. Hand up all who check for traffic (even in controlled airspace) before releasing the brakes and 'entering' the active? Bloody good habits and once established – hard to break. How many have waited for the aircraft on Base to land before entering and had the same professional courtesy returned – another 'professional' habit. There are lots of those, all mostly based of solid experience or of an event which created the 'habit'.

So, to the Sea World event and the questions raised in our discussion and a clear demonstration of NDI relating to Chopper ops. Item #1 – Left / Right seat operations. The arrival and departure 'patterns': were they changed to allow for the change of seating and the increase in cabin width. Hindsight clearly shows that there can be a 'blind spot' caused by the column. So, parked into the prevailing wind, on a routine operation, to make a 'clearing turn' which encompassed the intended departure track; would you turn 'Right'  or Left? Providing (assuming) that the turn could be completed (buildings etc). 'In-bound' traffic track would be known (+/_) so a 'clearing' turn (to be sure) before taking up a heading against any 'in-bound' would be through the shortest arc, coincident with the departure vector. YES, speculative and ignorance based, but it takes us to 'habits'.

If flying from the RH seat the 'habit' was say a Left turn; a long busy day, multiple sectors; routine stuff; fodder and water tank almost empty; hot, a little bored: could the 'guard' be dropped and old habit sneak in. From the Left seat, across a wider cabin – would a Right hand clearing turn be a better option (if possible).

Simply don't know; and apologies for buying into an operational area without experience, expertise or even humble operational experience. But, in my defence, as they say in the classics.

No man is an island entire of itself; every man

is a piece of the continent, a part of the main;

if a clod be washed away by the sea, Europe

is the less, as well as if a promontory were, as

well as any manner of thy friends or of thine

own were; any man's death diminishes me,

because I am involved in mankind.

And therefore never send to know for whom

the bell tolls; it tolls for thee.  (John Donne).

[Peetwo]

Flight QF144 in flight engine failure Auckland to Sydney??

Via the other Aunty.. 

Qantas passengers heard 'bang' but were unaware engine failed on flight from Auckland to Sydney

By Greta Stonehouse, Rani Hayman, and Harriet Tatham
Posted Yesterday at 3:10pm, updated Yesterday at 7:03pm

Qantas passengers travelling from Auckland to Sydney say they heard a "bang" when one engine failed mid-flight but were not told the pilot issued a mayday call until after landing safely.

Key points:

• The flight left Auckland just after 2pm local time
  
• The mayday alert was later downgraded to a Pan (possible assistance needed)
  
• Qantas said it would share more information about the incident after the aircraft was assessed by engineers
  

The mayday call was made about an hour before the plane was due to arrive, but this was later downgraded to a PAN (possible assistance needed).

Sandika McAuley was on-board Flight QF144 and realised something was wrong when she heard the noise.

"It was just like a little bit of a bang, and then a little bit of turbulence, and that's it," she said.

"We just thought OK, this is a bit weird."



Sandika McAuley says she heard a bang during the flight.(ABC News: Harriet Tatham)

Ms McAuley said staff kept the atmosphere calm and professional.

Another passenger said he turned his phone on to receive 18 missed phone calls from his wife, who was watching live footage of the incoming jet.

"Have you landed, have you landed?" she had been asking.

He said passengers later debated whether it was better knowing there was an issue during the flight, or after.

"I think it's worse you knowing," he added.


Grayson Te Moana says the incident got the "adrenaline pumping".(ABC News: Harriet Tatham)

Fellow passenger, Grayson Te Moana, said once people knew of the emergency, the atmosphere was "buzzy".

"It certainly got the adrenaline pumping," he said.

The Boeing 737 twin-engined jet from Auckland, touched down at Sydney Airport just before 3:30pm EDT.

Emergency services were on stand-by as a precaution, after rushing to the site about about an hour earlier.

Qantas said in a statement that the flight "experienced an issue with one of its engines about an hour from its destination".


The plane landed in Sydney just before 3:30pm.(AAP: Jeremy Ng)

The flight left Auckland just after 2pm local time.

Just before Christmas, a Sydney to London via Singapore Qantas flight was forced to make an emergency landing in Azerbaijan after pilots noticed a fault indicator in the cockpit.

Qantas said a suspected faulty fire sensor in the cargo hold was to blame

The airline sent another Airbus A380 from Sydney to the capital Baku to pick up passengers stranded after the diversion.

Earlier this month a Jetstar flight was forced to land in Central Japan after it reportedly received a bomb threat.

The aircraft, owned by Qantas, was reportedly travelling from Narita Airport near Tokyo to Fukuoka, when it was forced to divert to Aichi prefecture, public broadcaster NHK reported at the time.

This year Qantas regained the top spot as the world's safest airline after dropping down to seventh place in 2022, according to AirlineRatings.com.

Last year Qantas toppled down the scale due to a "slight increase in incidents coupled with the fleet age," according to the website.

The website that collates safety, product and COVID ratings online, found the Australian carrier only just beat last year's winner, Air New Zealand.

Qantas previously held the title from 2014 to 2017, and between 2019 to 2021.

Minister for Infrastructure and Transport Catherine King said it was a relief to know the aircraft had landed without harm.

"Well done to the highly experienced crew for getting the plane safely home," Ms King tweeted.

"Australia's aviation industry is among the safest in the world because of the dedicated staff working on planes and behind the scenes."

Across on the UP - see HERE - and elsewhere it would seem that the time that the engine failure occurred varies from TOPC, to 1hr into the flight and 1hr from arrival?? 

The ATSB investigation summary doesn't make this any clearer:

Summary

The Australian Transport Safety Bureau (ATSB) is investigating an engine failure or malfunction involving a Boeing Company 737-838, registration VH-XZB, that occurred en route from Auckland New Zealand, to Sydney, New South Wales on 18 January 2023.

During cruise, the no. 1 engine malfunctioned or failed, and the flight crew commenced a descent. They also initially declared a MAYDAY, but this was later downgraded to a PAN (possible assistance needed). The flight continued to Sydney for an uneventful landing.

As part of the investigation, the ATSB will interview involved parties, examine recorded data, review maintenance documentation and relevant procedures and collect other evidence as required.

A final report will be released at the conclusion of the investigation. However, should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties, so that appropriate safety action can be taken.

 
Hmm...while on the subject of QF incidents I note the following came across the MSM this afternoon...  

QF101 Sydney to Fiji: Qantas flight diverted after mechanical issue

Qantas has been hit with a second day of mayhem after a flight experiencing a potential “mechanical issue” was forced to turn around.

Madeleine Achenza
less than 2 min read
January 19, 2023 - 2:16PM

 

MTF...P2 

[Wombat]

Peetwo,that's the way destroying your corporate maintenance and overhaul capacity manifests itself; the damage only appears slowly and quietly long after the managers who presided over the Qantas Engineering lobotomy have taken their huge bonuses and shuffled away.

These defects are the tip of the iceberg because damage caused by cut price maintenance are cumulative. What happens next is that responsible engineers realise they have a massive number of minor problems. They then have a few choices:

1. Do what you can and paper over the cracks.

2, Invest in onshore, in house, maintenance again and slowly begin clearing the backlog.On top of that, begin "proactive maintenance" to get ahead of future issues.

3. Leave and go to a mining company.

1 and 3. will be the Qantas options. The company doesn't have the guts or inclination to invest in 2.

[P7_TOM]

Ah, yes: But...

Wombat's 1 – 2 – 3 pretty much on the corporate money agenda; no doubt about it. But, the money saved on 'minimum' (legal) requirements for maintenance cannot ever replace the serious expertise lost by adopting the practice. It is proving to be (IMO) a much greater loss in the long term game – Big 'Q' was always known as a 'safe' airline, world leader in some areas even. The stories related to the engineering excellence and reliability of the fleet on 'long haul' routes is the stuff of legend. The lesser known tales are of small 'miracles' performed at 'o-dark o'clock' by station engineers to get a stricken ship back 'en-route'(and on time); to say little of the pilots who went above and beyond the call of duty to deliver the payload – in one piece – at scheduled destination. Now, Qantas is starting to appear to the public as 'just another carrier' and the fare price becomes the deciding factor. Ask anyone who has had a stuffed up journey with 'another' carrier if they would have paid (in hindsight) a percentage more for the old style Qantas 'service'. Long gone now; small engineering snags not fixed, 'legal only' the lowest common denominator; pilots same class as 'other carriers; engineering oversight cut back to legal minimums; HR and bean counters running the show?. Qantas has become just another carrier, nothing special, nothing to be proud of, a national icon fed into the maw of the advertorial modern Low cost world.

However – we need to accommodate the virus we had to have – the Covid thing. Financial decisions? Toss a coin. The bottom line question was “how long” will this 'thing' go on for? Who knew? So, to mothball a fleet etc. is a fixed number; the down side is the hidden, (not considered?) costs in return to service for aircraft, engineering and crew. It was a 'bet' of significant proportions. 'Q' opted for the best balance sheet solution.

This is proving to be a 'bad blue' – in hindsight, they backed the wrong horse, but – who knew when, where or how Covid was going to finish up. Hard to blame anyone for that – not even 'Q' management. However: dedication to shareholders should have given pause to 'deep' thought and consequences. There are two items worthy of discussion, and several 'other' items which should, probably. have been 'on the table'.

One. The cost of 'mothballing' a fleet and the hidden costs in 'undoing' that treatment.  There is no 'cheap' way of reversing that process: and; aircraft are at their most unpredictable after a long spell out of service – we all have had experience of that. The time of most danger and operational caution is when an aircraft has been 'in-the-shed' for a long time. Small seals, bearing, connections, perishable items etc. etc all suffer through stagnation and lack of 'work' to keep 'em 'match fit'. Personally, I've had more 'anxious' moments during return to service 'test' than in any other part of of a working life. This without the added burden of fully 'un- mothballing' and subsequent, extensive systems checks before RTS. Engines suffer nearly as much as hydraulics and in the old days, electrical and 'air' driven systems all seemed to take a while, and returns to engineering before returning to a 'vigorous' work ethic.

Two. There was an 'on- paper' cost of maintaing a 'skeleton crew' of check and training fellah's. An additional cost associated with flying aircraft for an hour or so every week, to keep the aircraft and senior crew 'match fit'. Say 'three crews' per ten air frames; one take off; climb to cruise, return to an instrument landing – taxi in, shut down, fill in the forms, have 'Brunch' – do it again before Lunch; one last time before afternoon tea, and home to Mum and a cold beer, four days a week. Result – a match fit fleet, C&T current and operationally 'fit' – Covid exits the scene; and, Bingo! Normal service resumed as soon as possible, without considering the costly, customer loosing embarrassment of returning, broken aircraft, pissed off punters and fed up aircrew. Not mention the negative impact the media 'experts' have on “Q” quality being on a par with – well no names eh?

Bean counters have a role – but, at the end of the day, it is the engineering excellence providing the reliability, the skills of those flying the ship and the quality of service delivered that will keep the public flying with their 'preferred' carrier; not the balance sheet or bonuses doled out to those who fail to understand 'how' in human terms the reputation of an airline can be trashed – from 'star' to just another Banjo player in the orchestra pit.

As an old mate of mine phrased it – Qantas ain't what it used to be; it's just another wannabe. There are better carriers, much better in many ways; who do not emulate the LCC model – don't need to – they are the worlds 'premium' airlines. Why, well study their approach to Covid and LCC competition; they shoot the boots of Joyce's trite, short term thinking. Back to basic perhaps ???  Or, just get their act into gear. Two choices, fewer options methinks.

Yus, it's my two Bob, spent as pleased me best.

And No, retirement suits me – besides: I told it to Orville, I told it to Wilbur and I'll tell you the same thing: etc....

[Peetwo]

QF incidents update??

Via Popinjay's media statement page:

737 engine failure incident


Statement can be attributed to ATSB Chief Commissioner Angus Mitchell

Last night the Australian Transport Safety Bureau commenced a transport safety investigation into the in-flight engine failure incident involving a Qantas 737 aircraft during a flight from Auckland to Sydney.

The ATSB has assigned a team of three experienced transport safety investigators, with experience in aircraft maintenance, aircraft operations, and data recovery, to commence the evidence collection phase of this investigation.

At the ATSB’s request the operator has quarantined the aircraft’s cockpit voice and flight data recorders. Once downloaded, information from those recorders will be analysed at the ATSB’s technical facilities in Canberra.

Other likely investigation activities will include interviewing the flight crew, reviewing operator procedures, analysing weather information, examining any relevant engine components, and potentially attending any tear-down inspection of the engine.

Our investigators will now work methodically to progressively establish the incident’s sequence of events and contextual information, with a view to determining contributing factors and any underlying safety issues, which will be detailed in the investigation’s final report.

The scope of the investigation and its timeframe will be determined as the ATSB build its understanding of the nature of the event.

Passenger-carrying operations are the ATSB’s highest investigation priority, and, as with all ATSB investigations, if at any time during the course of this investigation we uncover any critical safety issues, we will immediately share those with relevant stakeholders so timely safety action can be taken.

Hmm...I note Popinjay has omitted his normal statement that the prelim report will be released in 6-8 weeks (in contravention of the Annex 13 SARP)?

Next, more QF incidents.. :

Two Qantas flights from Melbourne turned around due to issues with the planes

By Serena Seyfort
6:58pm Jan 20, 2023

Four Qantas flights have been impacted by mechanical issues in just three days, with the airline reporting a second flight out of Melbourne was turned back today. 

Flight QF1516 from Melbourne to Canberra was turned around "as a precaution due to an issue with the flaps" about half an hour after Flight QF430 from Melbourne to Sydney had to return to Tullamarine Airport 20 minutes into its journey.

The Canberra-bound Boeing 717, which left just after 10am, landed without issue in Melbourne, a Qantas spokesperson told 9news.com.au.


The Melbourne to Sydney flight was turned around after 20 minutes. (Nine)


Qantas has had four flights affected by aircraft issues in three days. (Getty)

Flaps are located on the trailing edge of each wing of a plane and allow the plane to generate more lift at slower airspeed.

The earlier flight had to be turned back after the pilots "received an indication of a minor engine issue" shortly after takeoff at 9.40am.

The Boeing 737 aircraft landed normally, with Qantas confirming both engines "remained operational throughout the flight".

Qantas has said passengers from both flights will be put on other flights throughout Friday.

The incident has occurred after a Qantas flight from Sydney to Fiji yesterday was turned around as a precaution due to a potential mechanical issue.

The day before, a mayday call was made on a Qantas flight from Auckland to Sydney after an issue arose with one of the plane's engines.

MTF...P2 

[Peetwo]

QF144 incident update: 22/01/23

Ref:

QF incidents update??

Via Popinjay's media statement page:

737 engine failure incident


Statement can be attributed to ATSB Chief Commissioner Angus Mitchell

Last night the Australian Transport Safety Bureau commenced a transport safety investigation into the in-flight engine failure incident involving a Qantas 737 aircraft during a flight from Auckland to Sydney.

The ATSB has assigned a team of three experienced transport safety investigators, with experience in aircraft maintenance, aircraft operations, and data recovery, to commence the evidence collection phase of this investigation.

At the ATSB’s request the operator has quarantined the aircraft’s cockpit voice and flight data recorders. Once downloaded, information from those recorders will be analysed at the ATSB’s technical facilities in Canberra.

Other likely investigation activities will include interviewing the flight crew, reviewing operator procedures, analysing weather information, examining any relevant engine components, and potentially attending any tear-down inspection of the engine.

Our investigators will now work methodically to progressively establish the incident’s sequence of events and contextual information, with a view to determining contributing factors and any underlying safety issues, which will be detailed in the investigation’s final report.

The scope of the investigation and its timeframe will be determined as the ATSB build its understanding of the nature of the event.

Passenger-carrying operations are the ATSB’s highest investigation priority, and, as with all ATSB investigations, if at any time during the course of this investigation we uncover any critical safety issues, we will immediately share those with relevant stakeholders so timely safety action can be taken.

Hmm...I note Popinjay has omitted his normal statement that the prelim report will be released in 6-8 weeks (in contravention of the Annex 13 SARP)?

Next, more QF incidents.. :

Two Qantas flights from Melbourne turned around due to issues with the planes

By Serena Seyfort
6:58pm Jan 20, 2023

Four Qantas flights have been impacted by mechanical issues in just three days, with the airline reporting a second flight out of Melbourne was turned back today. 

Flight QF1516 from Melbourne to Canberra was turned around "as a precaution due to an issue with the flaps" about half an hour after Flight QF430 from Melbourne to Sydney had to return to Tullamarine Airport 20 minutes into its journey.

The Canberra-bound Boeing 717, which left just after 10am, landed without issue in Melbourne, a Qantas spokesperson told 9news.com.au.


The Melbourne to Sydney flight was turned around after 20 minutes. (Nine)


Qantas has had four flights affected by aircraft issues in three days. (Getty)

Flaps are located on the trailing edge of each wing of a plane and allow the plane to generate more lift at slower airspeed.

The earlier flight had to be turned back after the pilots "received an indication of a minor engine issue" shortly after takeoff at 9.40am.

The Boeing 737 aircraft landed normally, with Qantas confirming both engines "remained operational throughout the flight".

Qantas has said passengers from both flights will be put on other flights throughout Friday.

The incident has occurred after a Qantas flight from Sydney to Fiji yesterday was turned around as a precaution due to a potential mechanical issue.

The day before, a mayday call was made on a Qantas flight from Auckland to Sydney after an issue arose with one of the plane's engines.

Addendum: 

From the above it would appear that the No1. engine malfunctioned/failed at approximately 10 minutes after TOPC -   

Engine failure or malfunction involving a Boeing 737-838, VH-XZB, en route from Auckland, New Zealand to Sydney, New South Wales, on 18 January 2023

Summary

The Australian Transport Safety Bureau (ATSB) is investigating an engine failure or malfunction involving a Boeing Company 737-838, registration VH-XZB that occurred en route from Auckland New Zealand, to Sydney, New South Wales on 18 January 2023.

During cruise, the no. 1 engine malfunctioned or failed, and the flight crew commenced a descent. They also initially declared a MAYDAY, but this was later downgraded to a PAN (meaning an urgent message or situation). The flight continued to Sydney for an uneventful landing.

As part of the investigation, the ATSB will interview involved parties, examine recorded data, review maintenance documentation and relevant procedures and collect other evidence as required.

A final report will be released at the conclusion of the investigation. However, should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties, so that appropriate safety action can be taken.

 
I note that the ATSB, much like AO-2022-068 & AO-2022-066, is yet to indicate what 'investigation level' AO-2023-007 will be designated  ...

MTF...P2 

[Peetwo]

QF 144 and turnback incidents update?? - 

Via Simple Flying: https://simpleflying.com/qantas-fifth-tu...iji-fumes/

"..Yet another Qantas flight has been diverted after suffering an in-flight problem. The flight from Fiji to Sydney, operated by a Boeing 737, had to return to its departure airport due to fumes in the cabin. Let's take a closer look..."

And:

What is going on at Qantas?

Today's turnback is the fifth such incident to occur at Qantas in the space of a week, raising questions about the standard of maintenance at the Australian airline. Perhaps the most worrying incident occurred on Wednesday when an engine shut down on Qantas flight QF144 between Auckland and Sydney as it flew over the Tasman Sea.

Qantas domestic chief executive Andrew David said,

"Aircraft are complex pieces of machinery with millions of moving parts, and it's not uncommon to have a problem with one of them. What's important to know is that aircraft are designed with that in mind and have a lot of built-in redundancy, and our crew are trained to deal with those situations so that they can land safely."

Qantas has also had issues with its Airbus A380s after one of its planes was forced to divert to Baku last month - on this occasion, it was discovered to have been a false alert due to a faulty smoke sensor. In support of Qantas, Australia's Civil Aviation Safety Authority released a statement on Friday which said,

"The Civil Aviation Safety Authority is confident Qantas is operating safely and has confidence in its safety management systems. CASA actively reviews and monitors the aviation industry, using regular surveillance, frequent engagement with airlines to review incidents and trends and works closely with the ATSB to scrutinise safety reports, findings and data."

Hmm...why doesn't the above statement give me a warm and fuzzy feeling when we are talking about government agencies being run by the likes of a Su_Spence and a Popinjay, both of whom wouldn't know their arse from their elbow when it comes to matters aeronautical, especially when it comes to heavy tin and the big Q -   



Ref: https://auntypru.com/sbg-20-02-22-subliminal-theatre/  

Which brings me to this blast from the past and almost fifteen years ago:

CASA urges Qantas to improve maintenance

September 1, 2008 — 7.19pm

The civil aviation watchdog has ordered Qantas to improve aircraft maintenance and will rigorously inspect some of its fleet amid signs of "emerging problems".

The Civil Aviation Safety Authority (CASE) on Monday released the findings of a review sparked by a series of emergencies, including engine problems and July's mid-air drama that saw an exploding oxygen tank blow a hole in the fuselage of one Qantas plane.

CASA's deputy chief executive of operations Mick Quinn cleared Qantas of any systemic failings, but said the airline must work to improve its maintenance and engineering systems.

"We did not find any evidence that the recent spate of incidents - which is largely why the review was called - has any systemic failure," he said.

"We believe these are random events, the sort of events that would happen on any airline, on any given day, in any part of the world."

But Mr Quinn said the review found Qantas was failing to meet its own standards and CASA would work to ensure the airline lifted its game.

Qantas will be forced to offer up three planes - one from each of the major models flown by the airline - for inspection by CASA officials.

"This will involve checking all maintenance documentation for each of these aircraft to see it has been completed, as well as physically examining the aircraft on the ground," a statement from CASA said.

Mr Quinn moved to reassure passengers that Qantas was safe.

"Qantas is a safe airline and CASA has no doubt about that," he said, but added there were concerns.

"CASA has looked carefully at the Qantas maintenance systems and performance and uncovered signs of emerging problems.

"The review found maintenance performance within Qantas is showing some adverse trends and is now below the airline's own benchmarks."

National AMWU secretary Dave Oliver said the CASA report should serve as a "wake up call" for Qantas, and said the airline must guarantee no more maintenance jobs will be lost or sent offshore.

"We've sought on many occasions guarantees that work would not be sent offshore or contracted out and we are yet to see such guarantees," he said.

"(Qantas must) ... have a long, hard look at their maintenance operations and start giving the guarantees that are needed in respect of maintaining a strong, viable, high-quality engineering and maintenance facility that has given them the reputation of being the safest airline in the world."

He accused Qantas of focusing more on cost-cutting than the quality of its maintenance.

"When you start outsourcing work you lose control of your quality and in the airline industry, when we're talking about quality obviously we are talking about safety as well."

Qantas chief executive Geoff Dixon sought to pass much of the blame for maintenance issues on to industrial action by engineers.

"As we have publicly acknowledged, certain key performance indicators and despatch reliability have been significantly impacted by the industrial dispute between Qantas and the Australian Licensed Aircraft Engineers' Association over past months," he said.

He stressed that CASA had found no link between any two incidents.

Federal Transport Minister Anthony Albanese backed CASA's findings.

"This ongoing action sends a signal to the aviation industry, and to the travelling public, that CASA and Qantas are very serious about maintaining Australia's high safety standards," Mr Albanese told parliament.

Just saying...

MTF...P2 

[Wombat]

God help Qantas, CASA and ATSB if QF is NOT running a statistical quality control system cross its fleets. Such a system gives immediate and accurate answers about the overall state of maintenance and overhaul. CASA and ATSB should be copied in each month. This is not rocket science.

[Peetwo]

Coulson 737 firebomber accident - Popinjay to the RESCUE!! 

Via Popinjay HQ:

1st: 

WA 737 firebomber accident

The Australian Transport Safety Bureau is launching a transport safety investigation into an accident involving a 737 large air tanker (firebomber aircraft) in the Fitzgerald River National Park south of Ravensthorpe, WA on Monday afternoon.

The ATSB is assembling a team of transport safety investigators from its Perth and Canberra offices with experience in aircraft operations and maintenance, human factors and data recovery to conduct the evidence collection phase of the investigation.

Initially, investigators will seek to interview the pilots and witnesses to understand the circumstances of the accident, and determine the accessibility of the accident site with the aim of conducting an on-site examination of the aircraft wreckage.

The scope of the investigation and its timeframe will be determined as the ATSB builds its understanding of the nature of the accident.

// Ends
The ATSB will have no further information available on Monday and will provide further updates to media on Tuesday. At this stage the ATSB is unable to facilitate interview requests.
Please email media@atsb.gov.au requesting to be notified of further media statements and media activities in relation to this accident.

Date
06/02/2023

Hmm...why no attribution to Popinjay?? 

Next - He's BACK!!   

737 firebomber accident update

Comments for attribution to ATSB Chief Commissioner Angus Mitchell:

It is very early days in our investigation, and at this stage given the remoteness of the site, and the fact that it is bushfire affected, means we have only a limited understanding of the nature of the accident. 

We do know that the accident occurred after the aircraft had conducted a second retardant drop on the fire. 

Thankfully the crew were able to self-extract from the aircraft and were essentially uninjured. 

This is the first serious accident involving a Boeing 737 aircraft in Australia, and the second involving a large air tanker firebombing aircraft. The accident aircraft was formerly operated in the United States as a passenger airliner before being extensively modified by the operator for its aerial firefighting role.  

At this stage there is nothing to suggest this accident has wider implications for the global Boeing 737 airliner fleet. It is also too early to suggest any kind of link to the C-130 large air tanker accident near Cooma in NSW in January 2020 that the ATSB also investigated. 

We have assembled a very experienced team of transport safety investigators from both our Perth and Canberra offices to conduct the evidence collection phase of this investigation, including investigators involved in the C-130 large air tanker accident. The investigation team includes investigators with experience in aircraft operations, aircraft maintenance, human factors, and data recovery and analysis.
 
The initial focus of the investigation is to interview both pilots and witnesses, plus to seek to recover and download the aircraft's flight data recorder and cockpit voice recorder, once it is safe to do so. 

As you can imagine we expect the site to present its challenges to our investigators. It is remote, an active fire ground, the aircraft is at least partially burnt, and aircraft wreckage can involve hazardous materials, so our investigators will take a cautious and measured approached to their onsite activities. 

We expect to have investigators on site at the accident site for a number of days, arriving tomorrow, pending accessibility considerations. There they will examine and map the accident site, recover the cockpit voice recorder and flight data recorder, and any other aircraft components we deem necessary for further examination in the ATSB’s technical facilities, back in Canberra. Investigators will also map the accident site with a drone.  

Other investigation activities will include reviewing pilot and maintenance records, operator procedures, tasking arrangements, the weather and environmental conditions.  

Over coming days the collection of evidence will allow us to determine the scope of the investigation and gain a better understanding of the investigation's timeframe. We will publish a detailed report at the conclusion of the investigation. 
 
However, if at any time during the investigation we discover a critical safety issue, we will work closely with the relevant stakeholders so action can be taken to address that issue. [/size]

Date
07/02/2023

Media Contact

Next...HOLD THE BUCKET!!   

(From 00:35 seconds)

&..

(From 01:37)

Still no AO number...probably doesn't help when the Chief Commissioner (who apparently has to have input to the resource allocation etc) had his bum parked on a jet for 5 hours and is now swanning around Perth chasing media bites...     

MTF...P2 

[Wombat]

If those are U. S Pilots, I would quietly send them home. together with extant documentation,and deal with ATSB, CASA, FAA, etc. through a U. S. legal team.

No reason other than prudence in case someone here gets a bee in their bonnet about something.

[Peetwo]

Popinjay goes systemic on B737 firebomber AAI - WTF??

Via Popinjay central:

Summary

The Australian Transport Safety Bureau (ATSB) has commenced an investigation into the collision with terrain of a Boeing Company 737-3H4, registration N619SW, in the Fitzgerald River National Park, Western Australia, on 6 February 2023.

At about 1616 local time, while conducting aerial fire-fighting operations, the aircraft collided with terrain after completing a fire-retardant drop. The 2 flight crew exited the aircraft with minor injuries, and the aircraft was destroyed.

The ATSB has deployed a team of transport safety investigators with experience in aircraft operations, maintenance, data recovery, and human factors to the accident site, to begin the evidence collection phase of the investigation. The initial focus of the investigation will be to interview the flight crew and witnesses, and recover and download the flight data recorder and cockpit voice recorder. Other investigation activities will include an examination of the aircraft and mapping the accident site, reviewing pilot and maintenance records, operator procedures, tasking arrangements, and the weather and environmental conditions.

Over the coming weeks, the collection of evidence will allow the ATSB to determine the scope of the investigation and gain a better understanding of its timeframe.

A final report will be published at the conclusion of the investigation. Should any safety critical information be discovered at any time during the investigation, the ATSB will immediately notify operators and regulators so appropriate and timely safety action can be taken.

Aircraft Details

Departure point- Busselton Aerodrome, Western Australia

Destination- Busselton Aerodrome, Western Australia

Model- BOEING 737-3H4

Serial number- 28035

Sector- Jet

Registration- N619SW

Operation type- Part 138 Aerial work operations

Damage- Destroyed

Manufacturer- The Boeing Company

Aircraft Operator- Coulson Flying Tankers

And the investigation level??

Investigation level- Systemic

Hmm...so here we have a high risk aerial work operation, involving a foreign registered Boeing 737 airtanker, that has a CFIT occurrence with zero fatalities and Popinjay decides (in his extreme wisdom in AAI) that the investigation requires the many millions of extra taxpayer dollars to conduct a systemic investigation - UFB! 

Meanwhile in Gympie QLD there was a serious midair fatal accident that has many highlighted systemic issues within the industry and Popinjay refuses to conduct a proper AO numbered investigation...

MTF...P2 

PS: Via the UP, LB absolutely nails it...

Lead Balloon

Originally Posted by PiperCameron:

Well, they've started work on it: https://www.atsb.gov.au/publications...rt/ao-2023-008

Over the coming weeks, the collection of evidence will allow the ATSB to determine the scope of the investigation and gain a better understanding of its timeframe.

My comment: “[L]et's hope the ATSB comes up with some 'takeaways' that folks flying for the airlines will consider relevant.” was in response to Lookleft’s suggestion that this is the first loss of a transport category hull in Australia and that was the justification for ATSB to investigate, notwithstanding that there were no fatalities and it was a known risky kind of operation with nothing to do with transport of passengers or cargo. This aircraft might have started its life as certified in the transport category, but that ended as soon as it was modified to be and was then operated as a LAT.

To be clear, I think ATSB should be investigating this accident, preferably in consultation with or ideally with the assistance of the NTSB and Boeing. But I also think ATSB should be investigating all aircraft accidents involving fatalities.

I doubt that anything will come out of this investigation that will have any relevance to folks flying for the airlines or be anything novel. I guesstimate that the outcome will be to the effect that when engaged in known risky kinds of operations, bad things are more likely to happen in the blink of an eye.

[Peetwo]

Blan Coliro summation (so far) on B737 Fireliner crash -   

Via Youtube: 

Ref: https://www.flightradar24.com/data/aircr...w#2f186807

Thank you BC, finally someone with an objective look at the facts as they are known so far...

Beats the hell out of a Popinjay trying to grab inconsequential and totally irrelevant media bites, while his 'attributable' media statement would have IMO more than adequately provided enough information for the media pack to disseminate on the ATSB action plan with the investigation, sits in limbo because comments are for...

"Comments for attribution to ATSB Chief Commissioner Angus Mitchell

...rather than:

Statement can be attributed to ATSB Chief Commissioner Angus Mitchell

   
What that says to me was the statement - 737 firebomber accident update  - was written and issued long before Popinjay undertook his totally unnecessary taxpayer funded junket flight to WA - FDS?? 

Finally I also note that the ATSB has put down their estimated completion date for the investigation as the 3rd quarter of 2024?? - FDS can someone please bring in the ADULTS IE the NTSB/FAA   

MTF...P2 

[Peetwo]

Hold the bucket!! -  Popinjay to the rescue (AGAIN)?? 

Courtesy 9 News Oz, via Youtube:

 

Hmm...wonder how much he payed Karl for that appearance?? 

MTF...P2 

[ventus45]

Cheers Ventus – Thanks for making the effort appreciated. Agree, lady luck played a part, good harness, low speed and Boeing 'toughness' may have helped..Choc frog...P7.

[Peetwo]

After more than 8 weeks AO-2023-001, preliminary report released??

Via Popinjay HQ:

ATSB releases preliminary report from on-going Gold Coast helicopter mid-air collision investigation

Key points

• Preliminary report details factual information but contains no findings;
  
• Report details accident’s sequence of events;
  
• Investigation will look closely at the issues both pilots faced in seeing the other helicopter, the nature of radio calls made, operator procedures and regulatory approvals
  

The Australian Transport Safety Bureau has released a preliminary report detailing factual information as part of its on-going investigation into the 2 January 2023 mid-air collision of two sightseeing helicopters at the Gold Coast.

The two Eurocopter EC130 helicopters were being operated by Sea World Helicopters (a separate corporate entity to the theme park) on 5-minute scenic flights. One helicopter with a pilot and 5 passengers on board was on approach to land at a helipad adjacent to the Sea World theme park and the second, with a pilot and 6 passengers, had just departed a separate but nearby helipad within the theme park when they collided above the Broadwater.

“The ATSB has released this preliminary report to detail the circumstances of this tragic accident as we currently understand them, but it is important to stress that we are yet to make findings,” said ATSB Chief Commissioner Angus Mitchell.

“Our findings as to the contributing factors to this accident, and the analysis to support those findings, will be detailed in a final report to be released at the conclusion of our investigation.”

Mr Mitchell said the preliminary report details factual information, including the accident’s sequence of events.

“The factual information detailed in this report is derived from interviews with survivors of the accident, including the surviving pilot and passengers, and witnesses; analysis of video footage and images taken by passengers on board both helicopters, onlookers on the ground, and CCTV from nearby buildings; examination of the wreckage of both helicopters; and a review of recorded radio calls and aircraft tracking and radar data.”

The preliminary report details that the helicopters were operating from two separate helipad facilities about 220 metres apart, a pad within the theme park, and a pad to the south at the operator’s own heliport, adjacent to the park. The 5-minute scenic flights were to follow the same counter-clockwise orbit, with the inbound helicopter, registration VH-XH9 (XH9) on approach to land at the heliport to the south and the outbound helicopter, registration VH-XKQ (XKQ) having departed the pad to the north from within the theme park.

The two helicopters collided at an altitude of about 130 feet, 23 seconds into the departing XKQ’s flight.

The main rotor blades of helicopter XKQ entered the forward cabin of XH9. XKQ broke apart in mid-air and impacted shallow water next to a sandbar. The pilot and 3 passengers were fatally injured, and 3 passengers were seriously injured. The helicopter was destroyed.

Helicopter XH9 sustained significant damage to the forward cabin, instrument console, and main rotor blades. The impact turned XH9 to the left, and the pilot continued with the momentum of that movement, completing a 270° descending turn to land on the sandbar below them near to XKQ. The pilot and 2 passengers were seriously injured, and 3 other passengers had minor injuries.

The helicopters were operating in non-controlled airspace where pilots use a common traffic advisory frequency (CTAF) to make radio calls to announce their position and intentions, and, as required, to arrange separation with other aircraft.

The report details the radio calls made by the pilot of the returning helicopter XH9, and that as they tracked south over the Broadwater, that the pilot saw passengers boarding XKQ as it was preparing to depart.

The pilot of XH9 recalled that their assessment was that XKQ would pass behind them, and that they did not recall the pilot of XKQ making a standard “taxiing” call announcing their intention to depart.

“This does not necessarily mean that a taxi call was not made, and the ATSB investigation will undertake a detailed analysis of the nature of the radio calls made,” Mr Mitchell noted.

The report also details that the pilot of XH9 did not see XKQ depart from the park helipad.

While video footage taken by passengers in both helicopters on mobile phones contained images of the other helicopter, this does not mean that the other helicopter was visible to either pilot.

“The investigation will look closely at the issues both pilots faced in seeing the other helicopter,” Mr Mitchell said.

“We have already generated a 3D model of the view from the pilot’s seat from an exemplar EC130 helicopter which we will use as part of a detailed visibility study to help the investigation determine the impediments both pilots faced in sighting the other helicopter.”

Mr Mitchell said the investigation will also look more broadly beyond the issues of radio calls and visibility.

“The ATSB will also consider the operator’s procedures and practices for operating scenic flights in the Sea World area and the process for implementing the recently-acquired EC130 helicopters into operation, and will review the regulatory surveillance of the operator and similar operators.”

The investigation would also look at the use of traffic collision avoidance systems (TCAS). There was no requirement for the helicopters to be equipped with a collision avoidance system, and while both accident helicopters were fitted with TCAS, those systems had not been fully integrated in the accident helicopters (as they had with the operator’s other helicopters), and according to the operator’s pilots were of limited benefit when operating near and on the helipads.

“This will be a complex and comprehensive investigation.

“However, if at any time during the course of the investigation the ATSB identifies a critical safety issue, we will immediately share that information with relevant parties so they can take appropriate safety action.”

Read the report AO-2023-001: Mid-air collision involving Eurocopter EC130B4, VH-XH9, and Eurocopter EC130B4, VH XKQ Main Beach, Gold Coast, Queensland on 2 January 2023

Publication Date
07/03/2023

MTF...P2 

[Peetwo]

Popinjay to the rescue - 

Courtesy the other Aunty, via Youtube:

Plus: https://www.abc.net.au/news/2023-03-07/q.../102063520

And via the NZed Newshub:

MTF...P2 

[Peetwo]

Popinjay pops another dramatic headline - FFS! 

Via (attributed to) PJ HQ  :

Partial power loss created demanding, time-critical situation prior to fatal Serpentine accident



[b]Key points
[/b]

• Engine of Dynaero MCR-01 VLA ran rough just after take-off and pilot commenced a turn to the left before stalling and impacting terrain;
  
• ATSB found multiple tasks in the aircraft’s return to service after a significant period of inactivity were not adequately carried out;
  
• Pilots are cautioned against attempting to turn back to the runway in a partial power loss situation.
  

A Dynaero aircraft’s partial power loss soon after take-off from Serpentine Airfield, WA created a demanding, time-critical situation prior to a fatal collision with terrain, an ATSB investigation report outlines.

On the afternoon of 28 December 2020, the single-engine Dynaero MCR-01 light aircraft took off from Serpentine Airfield, south of Perth, to conduct a post-maintenance check flight.

About 300 ft above ground level, the aircraft’s engine began to run rough, but continued to operate. The pilot commenced a turn to the left, and the aircraft appeared to decelerate in a nose-high attitude without gaining height.

Shortly after, the aircraft was observed to aerodynamically stall, pitch nose-down, and impact terrain. The pilot, who was the sole occupant, was fatally injured, and the aircraft was destroyed.

The ATSB investigation’s final report notes this accident is another reminder of the challenges pilots face in the event of a partial power loss after take-off, as detailed in the ATSB’s Avoidable Accidents handbook.

“Partial engine power loss is a more frequent, and a more complex occurrence than complete engine power loss,” ATSB Director Transport Safety Dr Stuart Godley said.

“The ATSB encourages pilots to review the recommended partial power loss procedure in their aircraft’s pilot operating handbook, and cautions against attempting to turn back towards the runway under reduced power unless in controlled situations where sufficient altitude exists."

The ATSB found multiple maintenance tasks in the aircraft’s return to service after a significant period of inactivity were not adequately carried out, and that the left carburettor of the aircraft’s engine was missing a component, and contained a significant amount of contamination.

“This likely resulted in over-fuelling of the carburettor at a low power setting, and likely produced subsequent engine rough running at higher power settings,” Dr Godley explained.

Additionally, the ATSB found the pilot was unfamiliar with the aircraft and engine type, which increased the risk of not being able to adequately manage an inflight emergency.

The ATSB also found the pilot had probably consumed a significant amount of alcohol the night before the accident, which increased the risk of post-alcohol impairment.

“Blood-alcohol can persist the day after significant alcohol consumption, and the residual effects of alcohol may impair performance, especially in demanding and time critical situations,” Dr Godley concluded.

Read the report: AO-2020-065 Partial power loss and collision with terrain involving Dynaero MCR-01 VLA, VH-SIP near Serpentine Airfield, Western Australia, on 28 December 2020

Publication Date
19/10/2021

And from Perth Now  :



MTF...P2 

[P7_TOM]

Bricklaying and Choppers are things I know little about; (rubbish at both). So I hope the 'experts' in the field of 'helicopter operations' will forgive my presumption.  Diffidence, caution and a complete lack of serious technical skills or operational savvy lead to this post initially being cautious and purely 'speculative'.

Even so; when I took a long, hard look at the ATSB 'snapshot' (below):-It set me to wondering : it just 'feels' operationally wrong – from a procedural POV. The sharp left turn to departure track, clearly in potential conflict with the arriving on descent, who must overfly the departing on a direct approach to the pad. In effect the approaching aircraft was a 'straight in' to the pad – the departing aircraft was almost as soon as airborne headed outbound 'on track'. The potential for conflict existed. The post from Pprune – below seems to come from one who has more insight than I about multiple rotary wing aircraft operating within a confined area, at high frequency.



Dog_on_Cat3.

So, there were two known, potentially conflicting routes established within the pre - planning of one company, at least in the horizontal.

The obvious question follows: Were there any height max/min limits in place to ensure vertical separation at or around the crossing point, precisely because the two pre - planned tracks coincide?

Seems to me that a 'behind and above' the departing would make some sense : or, departing must wait for 'clear air overhead'; or always turn away from the incoming landing pad until clear; no matter how I look at it or which way I work the scenario seems to me that unless clear visual contact is established and clear separation available, one way or another; there was always a chance of a close call.

Dog_on_Cat3.

The interim report makes clear further work is ongoing, so I am sure all such things are being considered. I hope so, on all accounts. If it turns out there were no vertical profiles in place I fear the lawyers will quickly put this one into the 'accident waiting to happen' category, and with some justification, especially given the high-cycle nature of the flight profiles being sold and the ever present 'A-post blind-spot' potential affecting all vehicles approaching on anything like a 90degree relative converging path. Several contributors to this thread pointed out early-on that this incident may well boil down to company SOP rather than anything else. My sense today is they were/are right. But...only time and the final report will decide. For that we must wait.

Amen – with or without SOP and approach limits and vertical profiles to a very busy, high cycle operation; it leaves you wondering about 'complacency' and 'compliance'. There must be a section in CAR translated into COM/ SOP which specifies and clearly sets down the 'procedure' for arriving and departing aircraft in a very narrow area of operations (risk assessment); surely.  Or, perhaps a defined RT procedure for self separation – close in. But then I wonder about 'new type' operation, fatigue, hydration, frequency, complacency and 'familiarity' combining where no SOP regime is established and made an 'iron clad' rule, no matter the 'pressure' to keep the money rolling in.

As stated – not remotely expert in the field; but, it does appear to be that a potential conflict existed; now proven at great cost to be very real, despite the regulatory twaddle. How easily those holes in that famous cheese can align – so very, very quickly.

Yes I know – back in my box' – right?

[Peetwo]

Cirrus flips, pilot critical at YSBK - 

Via news.com.au :

Pilot trapped after plane crash at Bankstown Airport

A pilot is in a critical condition after he was trapped inside the wreckage of a light plane after it crashed at Sydney’s Bankstown Airport on Friday afternoon.

Eli Green


A pilot has been rushed to hospital after he was trapped inside the wreckage of his light plane crash on Friday afternoon.

The man was the pilot of a single-engine, four-seater aircraft which came down at around 3.40pm at Sydney’s Bankstown Airport.

He suffered arm, chest, leg and spinal injuries in the crash and was taken to Liverpool Hospital in a critical condition.

“Paramedics performed CPR and succeeded in restarting the man’s heart before taking him to hospital,” Ambulance Inspector Craig Watkins said.

The man in his 60s became trapped after the aircraft flipped on impact.


Fire crews had to douse the plane in flame retardant after it began leaking fuel. Picture: NSW Ambulance


It's not yet clear what caused the crash, Fire and Rescue NSW said.


There are eight different fire crews at the scene of the crash, with rescue technicians trying to free the pilot.

“This was a potentially dangerous scene, with fuel leaking from a light plane that had crashed with one person on board,” Inspector Watkins said.

“Once the scene was made safe by Fire and Rescue NSW, paramedics accessed the patient and began treating him for multiple injuries when he went into cardiac arrest.”

Fire crews acted quickly to cover the aircraft in fire retardant foam after a large amount of fuel spilt after the crash.

Eight trucks were on scene with rescue technicians working on freeing the pilot from the cockpit.

It’s not yet clear what caused the crash.

Plus via Youtube:

Well done the firies and emergency services -   May the pilot have a full recovery.

MTF...P2