[Peetwo]

HVH record on prelims, interims & Final Reports -  

Credit where credit is due and it would appear that since HVH has been in charge that prelim reports have been delivered mostly on time and within the prescribed Annex 13 SARPs.

E.g. AO-2017-118 (see AD thread post #264) 

Ongoing investigation

The ATSB investigation is continuing and will include consideration of the following:

• engine, propeller and aircraft component examinations
  
• flight and engine control positions
  
• aircraft maintenance history
  
• obtaining and evaluating witness information
  
• pilot qualifications, experience and medical information
  
• impact sequence
  
• survivability
  
• aircraft performance and handling characteristics
  
• aircraft weight and balance
  
• operator policies and procedures
  
• stall warning systems
  
• nature of seaplane operations
  
• environmental influences
  
• sources of recorded information
  
• similar occurrences in Australia and internationally.
  

While the extensive media coverage etc. died down I noted that the anniversary for another high profile ATSB AAI - AO-2017-013 - came and went without so much as a squeak; a whistle; or even an interim statement coming out of the HVH PR machine. However towards the end of 2017 there was a typical 'no fanfare' update that would seem to indicate that a final report may still be a long way off : 

Updated: 22 December 2017

The investigation into the collision with water involving a Grumman American Aviation Corp G-73, VH-CQA, 10 km WSW of Perth Airport, Western Australia on 26 January 2017 is continuing. The investigation has completed the information-gathering phase and the team is engaged in detailed analysis of material. This involves a substantial amount of review, as well as consultation with external parties.

On completion of the draft report and internal review, the report will be sent to directly involved parties for comment before the report is finalised and published.

Should any safety issues be identified during the course of the investigation, the ATSB will immediately notify those affected and seek safety action to address the issue.

So HVH is not big on keeping with the Annex 13 'interim statement' protocol.

Therefore there is no guarantee that we will receive any public statements as we approach a couple more high profile accident investigation anniversaries:

In-flight pitch disconnect involving ATR 72 aircraft, VH-FVR, 47 km WSW of Sydney Airport, NSW on 20 February 2014 - https://www.atsb.gov.au/publications/inv...-2014-032/

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Collision with terrain involving B200 King Air VH-ZCR at Essendon Airport, Victoria on 21 February 2017 - https://www.atsb.gov.au/publications/inv...-2017-024/

As the VARA (now Virgin) ATR accident investigation is approaching the 4th anniversary, I was trolling the internet records for previous years and came across the following article headline from the 'late & great' aviation blogger Ben Sandilands (may he RIP ) - Nothing can excuse the Albury Virgin ATR safety fiasco, not even this recycled piece of ATSB fluff.

This at first made me smile but then I reflected on the post and the first comment from P9 and I began to despair on how serious matters of aviation safety appear to be stuck in a deeply troubling timewarp:

PT - ..The then minister, Warren Truss, was presumably told nothing by his department because he said nothing, and being an upright champion of aviation safety  transparency, undoubtedly would have been concerned by its contents.

Now we have a new minister, Darren Chester, and it is too early to determine whether he does what his department tells him to do, or even asks whether it tells him what he really should be told... P2 - Well at least that Q/ has been comprehensively answered...  

And from Sam (aka P9)... :

Sam Jackson
April 13, 2016 at 7:03 pm

Mountains to Molehills – ATSB style.

When this ‘incident’ first came to light there were serious questions raised, to which ATSB has not deigned to investigate or answer. The aftermath – 13 passenger flights – are not the aberration, but a resultant of the first in a series of events which remain firmly ignored, unmentioned and; not, as yet addressed.

In short; the root cause of the initial ‘problem’ remains unresolved. The ATR has a facility which allows the two normally interconnected flight control systems (yokes) to be disconnected and operate independently. This in case a manual flight control channel is lost. With a significant amount of opposite direction pressure from the other yoke, (e.g. one pulls up, ‘tuther pushes down) the two flight control systems may be separated. This event occurred during a ‘routine’ descent to approach at Sydney, with no noted flight control problem. The potential for stress and damage caused by opposing control inputs, from two viable systems should have engineering alarm bells ringing, demanding serious, in depth inspection. It did not. The controls were simply reconnected, a cursory inspection conducted and the aircraft returned to service; for the remaining 13 flights.

In other accident events ATSB have played the accompaniment to the CASA preconceived notion, Canley Vale and Pel-Air for example. Where ATSB report supported a stern, rapid prosecution of pilots and operators, through to Coroners court, where required. There are some very serious incidents still on the books at the moment related to turbo-prop powered aircraft – Moranbah and the Newcastle coal loader incident for example; there are some serious, outstanding heavy jet transport incidents, such as Perth and Mildura which are still patiently awaiting their ATSB final report.

If we are serious about ‘safety’ the minister, the government and travelling public need to get over the bi-partisan system of relying on ATSB and CASA to ‘sort it’ and start demanding changes to the way our ‘aviation watchdogs’ set about doing their expensive business. But, enough said it. All been said before, and precious little changes. But gods help the government in power when the unthinkable happens and a Royal Commission is demanded. The time is now, to get our aviation safety house in order, before we run out of dumb luck. (E&OE, can’t do it properly on the small screen).

Hmm...see what I mean -

Which brings me to the 1st anniversary of the tragic YMEN B200 DFO prang...

According to the webpage there was a recorded update/revisit on the 12th December 2017 but there is no accompanying update statement. This would suggest that the FR is still a long way (years) from completion. The question now is whether the good Senators will accept a now normalised ATSB delay on this particular AAI. Especially considering the fact that we are fast approaching the Senate Inquiry due date for reporting on the proposed 'Airports Amendment Bill 2016' : Interim Report

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Recent aviation incidents

1.12      On 21 February, soon after the initiation of this inquiry, a Beechcraft B200 Super King Air VH-ZCR crashed at Essendon Airport. The aircraft impacted the DFO shopping centre alongside the airport resulting in a major fire. An Australian pilot and four American tourists on board died in the crash. 

1.13      These tragic events brought into stark relief the importance of appropriate airport planning regulation and processes. 

1.14      Evidence received by the committee at Additional Estimates on 27 February detailed the accident investigations currently underway by the Australian Transport Safety Bureau. In addition, the Department of Infrastructure and Regional Development (the Department) noted that it was examining 'development approval processes involved in the land‑use planning at the airport'.[11] Departmental Secretary, Mr Mike Mrdak informed the committee that the Department had provided advice to the Minister on the accident investigation process as well as the development approval process for buildings allocated at the DFO site.[12]

1.15      The committee was also advised that the National Airports Safeguarding Advisory Group (NASAG) was considering the adoption of draft national guidelines, regarding runway public safety zones around airports, and runway end safety zones. Queensland is currently the only Australian jurisdiction to have public safety zone legislation.[13]

1.16      On 2 March, correspondence was received from Minister Chester requesting that the committee consider extending its inquiry in light of the tragic accident and subsequent investigations underway (at Appendix 1).

1.17      The committee recognises that the findings and recommendations of the investigations into this tragedy, and the work of NASAG, may have implications for the bill. It takes the view that sufficient time should be provided to allow the investigations to proceed and for the committee to then properly consider their findings.

1.18      Therefore, the committee recommends that its inquiry on the bill be extended to allow consideration of the investigations and any other relevant aviation regulation developments.

1.19      Submissions already received and published by the committee (at Appendix 2) will be considered as part of the inquiry following the outcome of the investigations.

Recommendation 1

1.20      The committee recommends that the Senate grant an extension of time for the committee to report to the first sitting day of March 2018.


Senator Barry O'Sullivan

Chair

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 TICK..TOCK HVH & BJ - you now own this...


MTF...P2


Ps Looks like it is not just the good Senators that have an interest in the outcome of ATSB investigation AO-2017-024: BJ's airport conundrums: All woes lead to CASA