[Peetwo]

Joining dots and dashes on the Hooded Canary's last HURRAH!!?? 

Via Oz Aviation:

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FATAL HUEY CRASH PILOT NOT QUALIFIED TO FLY AT NIGHT
written by Adam Thorn | June 23, 2021

Engine from VH-UVC located within the wreckage field (ATSB)

The pilot of a Bell UH-1H that crashed at night in the Hunter Region of NSW, killing all five on board, was not qualified to fly in dark conditions.

The ATSB said in its report on the 2019 incident that David Kerr became “spatially disorientated” and may have put himself under pressure to complete the flight when the light faded, rather than undertake a precautionary landing.

The wreckage of the helicopter was only located three weeks after the incident in about 30 metres of water 5 kilometres south-west of Anna Bay.

The aircraft, VH-UVC, departed from Brisbane’s Archerfield Airport on a repositioning flight to Bankstown Airport, in Sydney on 6 September 2019.

After refuelling at Coffs Harbour Airport, it then departed for Bankstown at 4.48pm, which the investigation determined would have left insufficient time for the helicopter to safely reach its destination before the published last light.


As the flight passed halfway and progressed closer to the destination, the pilot may have become increasingly committed to continuing with the original plan.


Consequently, deciding to turn back or divert may have been perceived as increasingly difficult, the investigation notes.

“A pilot’s decision to continue their flight when faced with reducing visual cues may be influenced by self-induced pressure to complete their flight,” the ATSB’s chief commissioner, Greg Hood said.


Air traffic control (ATC) from the nearby Williamtown Royal Australian Air Force Base had made several radio calls with the helicopter prior to the accident, assisting the pilot with requested altitude changes.



During one exchange, the pilot commented to ATC about the turbulent conditions they were experiencing. The controller acknowledged the conditions and made a further offer of assistance should it be required.



Visual cues may have been available to the pilot from ground‑based lighting close to the aircraft’s track as the flight progressed after last light. However, at 6.11pm the helicopter commenced a left turn and departed the VFR coastal route and tracked offshore on what appeared to be a direct track to Bankstown.



As the helicopter flew over a featureless sea with overcast conditions blocking out celestial lighting, the pilot likely lost any remaining visual cues and encountered dark night conditions. Williamtown ATC radar contact with the helicopter was lost about two minutes later.

“Research has shown that pilots not proficient in maintaining control of a helicopter with sole reference to flight instruments will become spatially disorientated and lose control within one to three minutes after visual cues are lost,” Hood said.

“A VFR flight in dark night conditions should only be conducted by a pilot with instrument flying proficiency as there is a significant risk of losing control if attempting to fly visually in such conditions.

“If day VFR‑rated pilots find themselves in a situation where last light is likely to occur before the planned destination is reached, a diversion or precautionary landing is almost certainly the safest option, or ATC may be able to provide assistance with available landing options.”

The investigation also found that the pilot, who was under the care of a non-aviation medical specialist, did not disclose ongoing medical treatment for significant health issues to CASA. While not considered to be a contributing factor to the accident, this non-disclosure prevented specialist consideration and management of the ongoing flight safety risk the medical conditions and prescribed medications posed.

“This tragic accident also highlights the importance of aviation medical certificate holders reporting relevant conditions and medications to their Designated Aviation Medical Examiner,” Hood said.



“Pathways exist for managing certain medical conditions that do not preclude a pilot from maintaining an aviation medical certificate.”


Other victims included fellow Queenslanders Jamie Ogden and Grant Kuhnemann, and married Sydney couple Jocelyn Villanueva and Gregory Milleron.

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Keeping in mind that the Hooded Canary is within days of hanging up his high viz jockstrap, one wonders why he should feel the need to present as the ATSB media front for what is a fairly low profile accident final report?

Just surmising but maybe part of the answer lies within this quoted 20/20 thread post...

Speaking of the Feds??

Slight thread drift here but while on the subject of the AFAP, remember this from almost a year ago...

O&O report: AI-2018-010 - The approval processes for the Bulla Road Precinct Retail Outlet Centre 

Via the Oz:

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Essendon Airport report delays slammed

ROBYN IRONSIDE
Follow @ironsider



The aftermath of the DFO crash on February 21, 2017. Picture: Jason Edwards

• 12:00AM FEBRUARY 7, 2020
  
  
• NO COMMENTS
  

An investigation into the building approvals process for land at Essendon Airport is taking almost twice as long as the plane crash investigation that triggered it.

The Australian Transport Safety Bureau began its examination of the approvals process for the Bulla Road Precinct Retail Outlet Centre almost three years ago, after the crash of a King Air B200 into the DFO building on February 21, 2017.

All five people aboard the charter flight to King Island — pilot Max Quartermain and four American tourists — were killed in the incident.

The final report on the crash was released in September 2018, but more than a year later the related investigation into the potential hazard posed by buildings around the airport is still going.
Information obtained by the Australian Federation of Air Pilots under freedom of information laws showed the draft report was actually released to “interested parties” in November 2018.

Subsequently the investigator-in-charge contacted the coroner, saying the final report was due to be released in mid-December.

But that date came and went and more than a year later, AFAP is still waiting for the ATSB to release the report. In a letter to ATSB chief commissioner Greg Hood, AFAP safety and technical officer Julian Smibert sought an explanation.

“During these delays in the publication of the report, development at Essendon Airport has continued unabated, including further construction within the OLS (obstacle limitation surface) and the narrowing of the runway in order to facilitate more construction,” Mr Smibert wrote.

“In addition the maximum permitted mass of aircraft using the airport has been increased from 45 to 50 tonnes, despite the reduction in runway width.”

The ATSB’s investigation summary showed the report on the approvals process was now due to be released by the end of next month.

An ATSB spokesman said the report had been delayed by detailed feedback from directly involved parties that prompted more discussion.

“A second draft of the investigation report incorporating and addressing feedback from all parties was provided to them on 30 September 2019,” he said.

The process was made more complex by the fact the approval process was put in place nearly 20 years ago, he added.

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Hmm...maybe this might help explain the delay...


Ref: https://auntypru.com/setting-the-odds-and-playing-em/

The AFAP concerns around Federal government safety risk mitigation policy in regards to commercial development around airports, has been further highlighted several times in their allied submissions with AIPA (ie AusALPA) 

(Refer to submission 14 to Sterlo's current inquiry: 14 Australian & International Pilots Association  (PDF 1543 KB)  (from about page 17))

...To be clear, AusALPA recognises that the economic decisions surrounding airports, i.e. determining the balance between the economic benefits of developments and the detriments to the accessibility, efficiency and capacity of an airport, rest entirely with the relevant jurisdiction within which the airport is situated or which retains legal control. The issues of enforceability and dispute resolution of development approvals would remain consistent with those jurisdictional norms.

However, contrary to current practice, we are proposing that the assessment, mitigation and enforcement of the safety consequences of all relevant developments be ceded by those jurisdictions to CASA as an independent decision-maker.

Consequently, CASA needs to change its model of how airport standards are applied and enforced so as to obviate the gaming of the system so exemplified by the Essendon experience or by the uncontrolled expansion of the thousands of airspace penetrations at Sydney. As a further consequence, DITCRD should seek major amendments to the Airports Act 1996 that change the current subservient and excessively constrained role attributed to CASA and that also clarify the safety considerations that ABCs must undertake in regard to minor developments.

Furthermore, we are proposing that the visibility of developments affecting the safety outcomes at airports is vastly improved in all jurisdictions.

The public interest is best served by accepting that the potential hazard created by a development on or near an airport is not a function of cost but rather the amalgam of the issues set out in the Guidelines. Each jurisdiction should commit to a public register of development proposals that may present a potential hazard to safe airport operations, enhanced by a published list of stakeholders who are alerted to each new relevant development submitted to the jurisdiction for approval...

With that in mind, now check out the latest (typically unannounced) update to the ATSB Essendon DFO approval process investigation, remembering that this was the last Hooded Canary weasel worded committment made: 

Further investigation

In Quarter 4 of 2019, a draft report on the ATSB’s investigation into the Bulla Road Precinct approval was distributed to directly involved parties for comment.

During the review process, the ATSB determined that further evidence was required to consider the effect of the revocation of instrument 153/15. This has necessitated re-engagement with the airport operator, CASA, the Department of Infrastructure, Transport, Regional Development and Communications, and the International Civil Aviation Organization.

Should safety issue/s be identified during the course of this ongoing investigation, relevant parties will be immediately notified so that appropriate safety action can be taken.

An amended draft report is expected to be distributed to directly involved parties in Quarter 4 of 2020.

Latest from the ATSB investigation webpage:

Anticipated completion: 1st Quarter 2021

Last update 15 January 2021
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ATSB investigation/coverup - Update: 23/06/21

General details
General details
Date: 21 February 2017 Investigation status: Active
Investigation level: Systemic - click for an explanation of investigation levels
Location  (show map): Essendon Airport, Bulla Road Precinct Retail Outlet Centre Investigation phase: Final report: Approval
State: Victoria
Release date: 10 September 2020
Report status: Pending
Anticipated completion: 3rd Quarter 2021

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Last update 01 June 2021

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Status: Active 


Phase: Final report: Approval Read more information on this investigation phase

Hmm...NO COMMENT!   

With the return of BJ (no longer obligated to Mick Mack) maybe now would be a good time to suggest that Senator MacDonald uphold her previous promise of instigating an inquiry into non-aviation development around airports...  
Ref: https://www.smh.com.au/business/companie...55zmf.html & https://auntypru.com/forum/showthread.ph...0#pid11550

The chair of the Senate transport committee is chasing a sweeping inquiry into commercial developments around Australia's airports amid concerns that new office blocks, retail developments and hotels are jeopardising the safety of critical transport infrastructure...

..."We can’t risk aviation safety over commerce," Ms McDonald said. "We need to shine a spotlight on the decision making for infrastructure within air spaces and ensure that there is a clear understanding that maintaining airspace is a priority."

  

No doubt much MTF...P2