[Peetwo]

Popinjay to the rescue?? -

Via LinkedIn:

Australian Transport Safety Bureau

Along with the Australian Maritime Safety Authority we are encouraging general and recreational aircraft owners to take advantage of the government’s ADS-B rebate program before it closes on 31 May 2024.

To incentivise voluntary uptake of ADS-B installations in Australian–registered aircraft operating under VFR, the government is providing a 50 per cent rebate on the purchase cost – capped to $5,000.

Take advantage of this generous rebate to equip your aircraft with ADS-B to see and be seen, before the offer ends on the 31 May.

Read the guidelines and determine your eligibility for a rebate:

Plus via Oz Flying:

ATSB and AMSA weigh in on VFR ADS-B Rebate

16 April 2024



The Australian Transport Safety Bureau (ATSB) and the Australian Maritime Safety Authority (AMSA) have today issued a statement encouraging owners of VFR aircraft to take advantage of the ADS-B rebate on offer from the Federal Government.

With the 50% or $5000 rebate scheme due to expire on 31 May, very few aircraft owners have taken advantage of the scheme which began on 1 June 2022.

In total, to 25 February this year, 1357 out of 1516 grant applications have been approved and paid out, but that represents only a small portion of Australia's VFR fleet given that the rebate is also open to recreational aircraft.

ATSB Chief Commissioner Angus Mitchell and AMSA CEO Mick Kinley were both keen to remind pilots of the advantages of ADS-B and urged aircraft owners to take the opportunity presented by the rebate scheme.

“The ‘see and avoid’ principle for pilots has known limitations," Mitchell said, "and the use of ADS-B IN with a cockpit display or an electronic flight bag application showing traffic information greatly improves a pilot’s situational awareness and enhances the safety of their flight.

“While there were a number of contributing factors, the need for improved situational awareness for pilots was evident during our investigation into the mid-air collision of two IFR training aircraft near Mangalore Airport in 2020.

"While both aircraft involved in the collision were operating under instrument flight rules (IFR) and equipped with ADS-B OUT, neither aircraft were equipped with ADS-B IN systems.”

Mick McKinley pointed out that ADS-B systems also have the ability to assist AMSA conduct search and rescue operations when aircraft and crew are in distress.

"The accurate positional data available from ADS-B can also assist in managing life-saving search and rescue (SAR) operations undertaken by AMSA, helping to guide first responders to a location with greater precision to affect a rescue," he explained.

"ADS-B data is another valuable tool used for SAR operations in Australia which helps to improve our ability to save lives.

“For aircraft in distress that are equipped with ADS-B, AMSA’s Joint Rescue Coordination Centre Australia will use the aircraft’s last known ADS-B position to refine a distress location.

"ADS-B can also provide enhanced traffic conflict data in a search area that may involve multiple SAR aircraft to enhance the safety of those involved in the response.”

Although the rebate scheme has been open for nearly two years, it has been hampered by poor avionics availability early on and ongoing shortages of qualified engineers to fit panel-mounted equipment.

With the rebate deadline looming in just over a month, the Federal Government has not committed to extending the program for a third year, but instead has said they are "monitoring the program's uptake to ensure it is fit for purpose."

Also from PJ HQ another couple of bollocks one-sided OP Media Releases, one from Stewie Macleod:

Near accident at Gold Coast emphasises importance of stable approaches and early go-around decisions



A Cessna 172 struck the ground and nearly collided with hangars while going around following a fast and long landing on Gold Coast Airport’s shorter cross runway, an ATSB investigation report details.

On the afternoon of 6 February 2024, a Cessna 172R with a student pilot and flight instructor on board was returning to the Gold Coast at the end of a training flight, with the student receiving an initial air traffic control clearance to track direct to runway 32 (the southern end of Gold Coast Airport’s main runway).

About 40 seconds after that initial clearance, the student and instructor then accepted an amended clearance to track to the shorter runway 35 at ‘best speed’.

Then, when the Cessna was at about 1,000 ft and 1.9 nautical miles from the runway 35 threshold, air traffic control directed the aircraft to maintain ‘best speed all the way in to crossing the runway’, and the instructor – unsure how to comply – directed the student to reduce throttle to idle and lower the aircraft’s nose.

“The aircraft subsequently passed about 100 ft above the runway threshold at about 25 kt faster than the normal approach speed,” ATSB Director Transport Safety Stuart Macleod said.

“Unable to slow the aircraft down before the runway’s end, the instructor attempted to turn onto taxiway Golf, but the aircraft skidded onto the grass, and the instructor elected to conduct an emergency go-around.”

During the go-around the aircraft’s fuselage struck the ground, and the pilot heard the stall warning horn, so lowered the nose slightly, narrowly clearing a row of hangars.

“Landing with excessive speed is likely to result in the aircraft floating, landing long on the runway, bouncing and/or ballooning, all of which increase the risk of a landing mishap,” Mr Macleod said.

“Although not standard phraseology, air traffic controllers may ask pilots to maintain ‘best speed’, and it is up to the pilot to determine what is best in this context, and more generally advise if an instruction is unclear or cannot be complied with.”

The ATSB final report notes the aircraft exceeded the speed for a stabilised approach, but the instructor did not conduct a go-around prior to landing, or while on the runway.

“When operating in visual meteorological conditions, if an approach is not stabilised by the height specified by the operator – or generally by about 500 ft above the ground, or the approach becomes unstable after that point, go around,” Mr Macleod said.

“Pilots are to always be ready to conduct a go‑around during the approach if any desired flight parameter, such as aircraft configuration, vertical speed, airspeed, or attitude, cannot be achieved.” 

Read the final report: Taxiway excursion, ground strike and near collision with terrain involving Cessna 172R, VH-EWW, at Gold Coast Airport, Queensland on 6 February 2024

Publication Date: 17/04/2024

And from our resident aviation safety Super Hero and Guru Popinjay...

Pilot incapacitation incident highlights importance of supplemental oxygen use



A pilot incapacitation incident on a Boeing 717 while the aircraft was on approach to land at Hobart last June reminds pilots to be alert to the potential hazards of odours and fumes and to not hesitate to use supplemental oxygen.

The serious incident occurred on 6 June 2023 when the QantasLink aircraft, operated by National Jet Systems, was operating a scheduled passenger service from Sydney with 5 crew and 54 passengers on board.

About 10 NM from Hobart, the flight crew noticed a chlorine odour emitting from the flight deck air-conditioning vents for about 10 seconds.

Shortly after, the captain experienced hypoxia-like symptoms, and assessed themselves unfit to continue as pilot flying, and handed over duties to the first officer.

The captain later described the symptoms as fogginess of thought, confusion, deteriorating situational awareness, weakness and tingling in the arms and legs, and narrowing of vision.

Then prior to touch down, the first officer noticed their reaction to an aircraft deviation was slowed, and they started to feel ‘hazy’.

Due to the impending landing, and perceived difficulties of donning the mask, supplemental oxygen was considered but not used, the report from the ATSB investigation into the incident details. A go-around was also considered but rejected following an assessment that continuing the landing was the safest course of action.

After landing and shutting down the aircraft, both pilots reported persistent headaches, and they were assessed by a company doctor via teleconference, during which the doctor observed that the captain’s speech was noticeably affected, consistent with impairment. The captain then attended hospital for further testing.

“This incident is a reminder to pilots to be alert to the potential hazard posed by odours and fumes, and to not hesitate to use supplemental oxygen,” ATSB Chief Commissioner Angus Mitchell said.

“The use of oxygen is a proven mitigating action in the case of environmental hazards and its rapid use ensures flight crews’ physical and mental capacity is maintained.”

The ATSB investigation also identified that while the cabin air quality events procedure had been conducted earlier in the flight, after cabin crew reported a chlorine odour and symptoms during the climb out of Sydney, this procedure did not consider the possible application of the smoke/fumes procedure, or the incapacitation procedure.

“This increased the risk of flight crew being adversely affected by such an event during a critical stage of flight,” Mr Mitchell noted.

Shortly after the incident, National Jet Systems issued a notice reminding flight crews to consider supplemental oxygen use, and the declaration of a PAN in response to a cabin air quality event.

Then, in March 2024, the operator advised the ATSB of a number of additional safety actions, including training updates, a review of checklists, and the incorporation of learnings into the newly-introduced A220 aircraft’s smoke/fumes, hypoxia and incapacitation procedures.

“Airborne contaminants may result in the rapid onset of incapacitation, which although possibly subtle, can significantly affect the safety of flight,” Mr Mitchell said.

“Physical or cognitive incapacitation can occur for many reasons and may be difficult for others, or even the sufferer, to detect and respond to.

“As such, pilots should not hesitate to use supplemental oxygen.”

Read the final report: Flight crew incapacitation involving Boeing 717-200, VH-NXM, on approach to Hobart Airport, Tasmania on 6 June 2023

Publication Date: 16/04/2024

MTF...P2