This week on Oz Flying:
![[Image: atsb_c310_the-lakes.jpg]](http://yaffa-cdn.s3.amazonaws.com/yaffadsp/images/dmImage/StandardImage/atsb_c310_the-lakes.jpg)
Fuel and Speed Issues identified in Cessna 310 Crash
30 January 2020
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A Cessna 310 crash near The Lakes, NSW, in October 2017 was probably the result of a loss of control at low speed and power, according to the Australian Transport Safety Bureau (ATSB) investigation report released this week.
VH-JMW was at the end of a round trip to Toowoomba, QLD, when it crashed just short of The Lakes airstrip. The pilot and one passenger died in the crash.
According to witnesses, the aircraft sounded more like a single-engine aircraft on approach and then the engine noise stopped before the aircraft "jerked suddenly, rolled to the left and descended rapidly to the ground."
The ATSB investigation identified that "during the final descent, the aircraft’s left engine was not producing power and the right engine was operating at low or intermittent power. The loss of engine power was probably the result of either insufficient fuel for the flight or an in-flight fuel management error.
"Despite that power loss, examination of the wreckage identified that the aircraft was configured for a powered approach, in a high‑drag configuration with the left and right engine propellers unfeathered, the landing gear down and the flaps partially extended. The low engine power combined with the high-drag configuration meant that the aircraft’s speed and altitude could not be maintained."
Although the ATSB was not able to determine the actual fuel state of the aeroplane when the crash occured, the report did note the absence of post-impact fire and a lack of damage to vegetation normally seen after a significant fuel spill.
"Following the loss of engine power a safe flying speed was not maintained," the ATSB found, "resulting in a loss of control and collision with terrain due to either an aerodynamic stall, asymmetric power effects or a combination of both."
ATSB Chief Commissioner Greg Hood said this accident highlighted how a loss in power requires different responses depending on whether an aircraft has single or multiple engines.
“However, regardless of the configuration, in order to maximise the survivability outcome it is imperative that the pilot retains control of the aircraft and maintains a safe airspeed,” Hood said
“Where the aircraft’s performance degrades to the point that continued safe flight is not possible, the pilot must shift their focus to conducting a forced landing.”
Hood also stressed that pilots should follow recognised fuel management practices in order to avoid fuel exhaustion or starvation.
The full report is on the ATSB website.
![[Image: Warnervale.jpg]](http://yaffa-cdn.s3.amazonaws.com/yaffadsp/images/dmImage/StandardImage/Warnervale.jpg)
Warnervale Airport Act under Review
31 January 2020
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The NSW government is calling for public submissions to its review of the Warnervale Airport Act 1996.
According to the NSW Department of Planning, Industry and Environment, the purpose of the review is to "reduce uncertainty created by the activation of the 'flight movement restriction' provisions of the Act."
That provision restricts movements at Warnervale Airport to no more than 88 take-offs and landings per day, which does not apply unless a new runway is built or an existing one extended, which Central Coast Council may have triggered when they did works on the runway in 2015.
NSW state MP for Terrigal Adam Crouch announced the review in October last year.
Infrastructure and planning expert Abigail Goldberg will conduct the review with Director of the Pacific Region for the Air Traffic Control Association and airport management expert Peter Fiegehen providing input from an aviation perspective.
"The review will look at the Airport’s operations under the Act and assess how the airport should be regulated into the future," the NSW government said. "It will consider a wide array of aspects, including its provision for flight movements and runway length, to how the airport is run and how well the Act interacts with other legislation.
"While the review will consider the impact of the Act, commercial decisions about the Airport are a matter for Central Coast Council as its owner."
Written submissions to the review will close on 28 February with the report due to be delivered to the Minister for Planning and Public Spaces in April.
Submissions can be made on the NSW Department of Planning, Industry and Environment website.
![[Image: tallawarra_power_station.jpg]](http://yaffa-cdn.s3.amazonaws.com/yaffadsp/images/dmImage/StandardImage/tallawarra_power_station.jpg)
Tallawarra B can work: Energy Australia
30 January 2020
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Energy Australia this week responded to concerns about the proposed Tallawarra B power station slated for the edge of Lake Illawarra by saying that they are seeking an engineering solution to the problem.
Tallawarra B has been the subject of some controversy as it stands within the circuit area of Shellharbour (Albion Park) Airport and a gas plume set to rise from the station has caused concern within general aviation circles.
Last year, CASA rejected a proposal to mitigate the plume by creating a danger area and last week AOPA Australia said that the Aeronautical Impact Assessement done by Energy Australia applied an inappropriate plume velocity for GA and recreational aircraft.
Energy Australia Tallawarra B Project Director Julian Turecek, himself a private pilot, said the company was still working on a solution that would pose no danger to GA.
"Every pilot knows there’s nothing more important than safety," Turacek told Australian Flying. "At Energy Australia, it’s our number one priority, too. We won’t do a project that poses unacceptable risks to the community or our people.
"We’re investigating an expansion to our existing Tallawarra power station, 5 km north-east of the Shellharbour Airport. Since last year, when Australian Flying first posted on the issue, we have made important project amendments. In particular, we are no longer proposing a designated Danger Area for aviation; instead, we are applying innovative engineering to bring the plume velocity well below 6.1m/s at 1000 feet AGL.
Turecek also said that they were working within the CASA guidelines and it was not their position to decide what plume velocity was appropriate.
"We published a draft Aeronautical Impact Assessment in mid-December last year and we’ll build the feedback we get into the final report, which goes to CASA in mid-February.
"We’re applying guidance from the Advisory Circular on plume-rise assessments (AC139-v05) in relation to critical velocities, and leaving it to others and CASA to resolve the debate as to whether 6.1m/s is the correct standard for aircraft operating in and around the circuit. Our responsibility is to meet the standard the experts set.
"That said, we have considered potential impacts to RAAus aircraft on approach to RWY 16 as well as GA aircraft climbing out on RWY 34. Neither case requires overflight of the power station, and certainly not for take-off and landing approach.
"To make doubly sure there are no adverse impacts to aviation safety, we will make pilots aware when the plant is operating, by way of dynamic lighting on the stack.
Turecek said his company believed that a solution that suited both parties could be found.
"We’ve been working closely with the local aviation community and we will continue to do so, because we want the best–and safest–project possible.
"All the engineering and analysis we’ve done shows one thing: aviation and an expansion of the existing gas plant at Tallawarra can co-exist safely."
MTF...P2
Fuel and Speed Issues identified in Cessna 310 Crash
30 January 2020
Comments 0 Comments
A Cessna 310 crash near The Lakes, NSW, in October 2017 was probably the result of a loss of control at low speed and power, according to the Australian Transport Safety Bureau (ATSB) investigation report released this week.
VH-JMW was at the end of a round trip to Toowoomba, QLD, when it crashed just short of The Lakes airstrip. The pilot and one passenger died in the crash.
According to witnesses, the aircraft sounded more like a single-engine aircraft on approach and then the engine noise stopped before the aircraft "jerked suddenly, rolled to the left and descended rapidly to the ground."
The ATSB investigation identified that "during the final descent, the aircraft’s left engine was not producing power and the right engine was operating at low or intermittent power. The loss of engine power was probably the result of either insufficient fuel for the flight or an in-flight fuel management error.
"Despite that power loss, examination of the wreckage identified that the aircraft was configured for a powered approach, in a high‑drag configuration with the left and right engine propellers unfeathered, the landing gear down and the flaps partially extended. The low engine power combined with the high-drag configuration meant that the aircraft’s speed and altitude could not be maintained."
Although the ATSB was not able to determine the actual fuel state of the aeroplane when the crash occured, the report did note the absence of post-impact fire and a lack of damage to vegetation normally seen after a significant fuel spill.
"Following the loss of engine power a safe flying speed was not maintained," the ATSB found, "resulting in a loss of control and collision with terrain due to either an aerodynamic stall, asymmetric power effects or a combination of both."
ATSB Chief Commissioner Greg Hood said this accident highlighted how a loss in power requires different responses depending on whether an aircraft has single or multiple engines.
“However, regardless of the configuration, in order to maximise the survivability outcome it is imperative that the pilot retains control of the aircraft and maintains a safe airspeed,” Hood said
“Where the aircraft’s performance degrades to the point that continued safe flight is not possible, the pilot must shift their focus to conducting a forced landing.”
Hood also stressed that pilots should follow recognised fuel management practices in order to avoid fuel exhaustion or starvation.
The full report is on the ATSB website.
Warnervale Airport Act under Review
31 January 2020
Comments 0 Comments
The NSW government is calling for public submissions to its review of the Warnervale Airport Act 1996.
According to the NSW Department of Planning, Industry and Environment, the purpose of the review is to "reduce uncertainty created by the activation of the 'flight movement restriction' provisions of the Act."
That provision restricts movements at Warnervale Airport to no more than 88 take-offs and landings per day, which does not apply unless a new runway is built or an existing one extended, which Central Coast Council may have triggered when they did works on the runway in 2015.
NSW state MP for Terrigal Adam Crouch announced the review in October last year.
Infrastructure and planning expert Abigail Goldberg will conduct the review with Director of the Pacific Region for the Air Traffic Control Association and airport management expert Peter Fiegehen providing input from an aviation perspective.
"The review will look at the Airport’s operations under the Act and assess how the airport should be regulated into the future," the NSW government said. "It will consider a wide array of aspects, including its provision for flight movements and runway length, to how the airport is run and how well the Act interacts with other legislation.
"While the review will consider the impact of the Act, commercial decisions about the Airport are a matter for Central Coast Council as its owner."
Written submissions to the review will close on 28 February with the report due to be delivered to the Minister for Planning and Public Spaces in April.
Submissions can be made on the NSW Department of Planning, Industry and Environment website.
Tallawarra B can work: Energy Australia
30 January 2020
Comments 0 Comments
Energy Australia this week responded to concerns about the proposed Tallawarra B power station slated for the edge of Lake Illawarra by saying that they are seeking an engineering solution to the problem.
Tallawarra B has been the subject of some controversy as it stands within the circuit area of Shellharbour (Albion Park) Airport and a gas plume set to rise from the station has caused concern within general aviation circles.
Last year, CASA rejected a proposal to mitigate the plume by creating a danger area and last week AOPA Australia said that the Aeronautical Impact Assessement done by Energy Australia applied an inappropriate plume velocity for GA and recreational aircraft.
Energy Australia Tallawarra B Project Director Julian Turecek, himself a private pilot, said the company was still working on a solution that would pose no danger to GA.
"Every pilot knows there’s nothing more important than safety," Turacek told Australian Flying. "At Energy Australia, it’s our number one priority, too. We won’t do a project that poses unacceptable risks to the community or our people.
"We’re investigating an expansion to our existing Tallawarra power station, 5 km north-east of the Shellharbour Airport. Since last year, when Australian Flying first posted on the issue, we have made important project amendments. In particular, we are no longer proposing a designated Danger Area for aviation; instead, we are applying innovative engineering to bring the plume velocity well below 6.1m/s at 1000 feet AGL.
Turecek also said that they were working within the CASA guidelines and it was not their position to decide what plume velocity was appropriate.
"We published a draft Aeronautical Impact Assessment in mid-December last year and we’ll build the feedback we get into the final report, which goes to CASA in mid-February.
"We’re applying guidance from the Advisory Circular on plume-rise assessments (AC139-v05) in relation to critical velocities, and leaving it to others and CASA to resolve the debate as to whether 6.1m/s is the correct standard for aircraft operating in and around the circuit. Our responsibility is to meet the standard the experts set.
"That said, we have considered potential impacts to RAAus aircraft on approach to RWY 16 as well as GA aircraft climbing out on RWY 34. Neither case requires overflight of the power station, and certainly not for take-off and landing approach.
"To make doubly sure there are no adverse impacts to aviation safety, we will make pilots aware when the plant is operating, by way of dynamic lighting on the stack.
Turecek said his company believed that a solution that suited both parties could be found.
"We’ve been working closely with the local aviation community and we will continue to do so, because we want the best–and safest–project possible.
"All the engineering and analysis we’ve done shows one thing: aviation and an expansion of the existing gas plant at Tallawarra can co-exist safely."
MTF...P2