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Regulars
CONTENTSFeatures
8 Not safety first, but safety always. The first of a series of articles on SMS implementation.
21 High-flying women The Australian Women Pilots Association annual
conference & awards.
22 Mid-air collisions CASAs prevention campaign
24 Cant walk. Can fly. A former pilot achieves an Australian first .
30 Victa Airtourer feedback on May-Junes High-G manoeuvring article.
31 Ageing composite materials Richard Castles, one of CASAs senior airworthiness
engineers, looks at ageing and composites.
58 Tragedy at Coolangatta. Macarthur Job on how a loading problem led to one of
Australias worst civil aviation accidents.
64 Medical certification. Steps for renewing your medical.
2 AirMail
7 Flight Bytesaviation safety news
16 ATC Notes news from Airservices Australia
18 Accident reports International19 Accident reports Australian
31 Airworthiness pull-out section 33. SDRs
38. Directives
44 Close Call His story: nearly history A VFR into IMC close call special.
52 ATSB supplement
66 Av Quiz
71. Quiz answers
70 Calendar
ISSUE NO. 69, JULY-AUG 2009
Director of Aviation Safety CASA
ohn F. McCormick
MANAGER, SAFETY COMMUNICATIONS
& MARKETING
Gail Sambidge-Mitchell
EDITOR, FLIGHT SAFETY AUSTRALIA
Margo Marchbank
ADVERTISING SALES
P: 131 757 or E: fsa@casa.gov.au
CORRESPONDENCE
Flight Safety Australia
GPO Box 2005 Canberra ACT 2601
P: 131 757 F: 02 6217 1950E: fsa@casa.gov.au
W: www.casa.gov.au
CHANGED YOUR ADDRESS?
To change your address online, go tohttp://casa.gov.au/change
For address-change enquiries, call CASA on1300 737 032
DISTRIBUTION
Bi-monthly to 87,000 aviation licenceholders, cabin crew and industry personnel
in Australia and internationally.
CONTRIBUTIONS
Stories and photos are welcome. Pleasediscuss your ideas with editorial staff before
submission. Note that CASA cannot acceptresponsibility for unsolicited material.
All efforts are made to ensure that the correctcopyright notice accompanies each publishedphotograph. If you believe any to be in error,
please notify us at fsa@casa.gov.au
DESIGN & PRODUCTION
Spectrum Graphics www.sg.com.au
PRINTING
IPMG (Independent Print Media Group)
NOTICE ON ADVERTISING
Advertising appearing in Flight SafetyAustralia does not imply endorsement by
the Civil Aviation Safety Authority.Warning: This educational publication
does not replace ERSA, AIP, airworthinessregulatory documents, manufacturers
advice, or NOTAMs. Operationalinformation in Flight Safety Australia
hould only be used in conjunction with
current operational documents.
Information contained herein is subjectto change. The views expressed in this
ublication are those of the authors, and donot necessarily represent the views of the
Civil Aviation Safety Authority.
Copyright 2009, Civil Aviation SafetyAuthority Australia.
Copyright for the ATSB and ATC supplementsrests with the ATSB and Airservices
Australia respectively these supplementsare written, edited and designed
independently of CASA. All requestsor permission to reproduce any articlesshould be directed to FSA editorial (see
correspondence details above).
RegisteredPrint Post: 381667-00644.
ISSN 1325-5002.
OVER:Photo ra h CurtisMorton
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PROFESSIONALTRAINING COURSES
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Dangerous Goods Training(CASAApproved)
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AX R ER WR TE NTIN INTHE DISCUSSION OF THE REAL FIRST
MAN MMER IAL PIL
In the interests of all contenders for the title, I enclose a
copy of the page from the Department of Civil Aviations
own register, with the REAL first woman commercial pilot
of Australia, Phyllis Arnott. Amy Johnson was granted no.
1, but the first Australian was Phyllis Arnott. Keep up the
excellent work.Flight Safetyis a highly readable and well-
presented publication.
ANTA PIL T, ALEX AMP , EMAILEDNFIRMIN THI
P y is Arnott (my great aunt) gaine er commercia
licence on 28th February 1931, and was therefore the first
Austra ian woman to gain a commercia pi ots icence.Qantas named an A380 after her at a recent ceremony.
ED: thanks to these readers who corrected the record I thinkthat su jects settle .
Keep those emails an letters coming in. We value your
feedback, and while selfishly perhaps, its nice to have the
positive ouquets, we nee the rick ats too, so that we can
continue to improve the magazine.
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R PEAN PIL T EXPRE DEEPE T
SYMPATHY
Following the tragic loss of an Air France Airbus 330-
200 on I June 2009, en route from Rio de Janeiro to
Paris, the European Cockpit Association (ECA) offered
on behalf of all 38,000 plus professional pilot colleagues
rom 36 country mem er associations, t eir eepest
sympathies and heartfelt condolences on the loss of
friends, colleagues and passengers on board flight
AF447.
In such unusual circumstances, and given the normally
exemplary safety record of both this aircraft and the
airline; ECA President Martin Chalk said: Our hearts
an t oug ts are wit t ose a ecte y t is isaster.
In their name and in the name of every pilot, crewmember and passenger of the future we urge the
press, politicians and public to support the official safety
investigators and allow the time, resources and patience
or a compre ensive ICAO annex 13 investigation. T is
is the only way to protect future travellers and provide
the necessary answers for those who have suffered the
most grievous loss.
European Cockpit Associat ion 3 June 2009
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FFLED FEATHERVER TRASH DEPOT NEAR
AIRPORT
Critics say a planned site near New
Yorks LaGuardia Airport would act asa bird magnet. About 700 yards from
the end of a LaGuardia Airport runway,
where thousands of planes take off
and land, New York officials want to
ui w at cou e t e equiva ent o
a bird magnet: a very large garbage
transfer station just four months
after a run-in with birds sent a jet
full of people into the Hudson River
separating New York and New Jersey.
Thats just insane, said Jeff Skiles, co-
pilot of US Airways Flight 1549, whichditched in the water Jan. 15. We have
a lot of difficulty keeping birds away
rom airports as it is.
T e city an t e Fe era Aviation
Administration insist that the 2,000
tons of garbage, which would be
hauled by truck into the 100-foot tall
facility each day and sent out again
on barges, wont entice birds because
t e waste wi e ept in containers or
insi e t e ui ing.
The Associated Press Online @ MSNBC.
com 6:55 a.m. ET May 26, 2009
AFETY UE TI NNAIREFOR AOC HOLDERS
In late July, AOC holders with
passenger-carrying permissions wi
be required to complete CASAs safety
questionnaire covering their activities
or t e rst a o 2009.
The July survey is shorter and simpler
than Februarys CASA anticipates
that the survey should take AOC
holders who have maintained ongoingata o t eir activities on y a out 15
minutes to complete.
CASAs collection of such detailed and
accurate operationa ata is vita to
enable us to prioritise safety oversight
activities, assess industry risks and
provide targeted safety support. AOC
holders will receive further information
e ore t e survey egins.
NEW T P N
he Pentagon is preparing to graduate its
first unmanned drone (UAV) pilots from
the elite US Air Force Weapons School
a version of the Navys Top Gun program in a bid to elevate the skills and status
of officers who fly Predators, one of the
militarys fastest growing programs.
Over t e course o t e wars in Iraq
and Afghanistan, the MQ-1 Predator,
an more eavi y-arme MQ-9 Reaper
ave ecome, to many peope in t e
Pentagon, the most important aircraft
t e US as ep oye .
Giving top drone pilots a shot at the best
training the military offers is one way to
ensure t e most ta ente o cers staywith the program and do not return to
manned aircraft. The advanced training
was first proposed three years ago, and
rejected, but now with 127 Predators,
31 Reapers and 400 unmanned aircraft,
the Air Force was given the go-ahead to
create the program.
Los Angeles Times reprinted in
Can erra Times 9 June 2009
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Regular public transport operators are
undergoing a transition to the proposed
CASR Part 119, which will mandate safety
management systems for passenger
transport services using aeroplanes or
rotorcraft, and some categories of cargo
transport. It is envisaged that this willincorporate therefore not only Australias
current 48 high and low-capacity regular
public transport (RPT) operators, but will
also include some additional 400 charter
operators. Flight Safetyeditor, Margo
Marchbank, in the first of a series of articles
on SMS implementation, gives an overview.
I dont believe in safety first, but safety
always, says CEO of Toll Aviation, Trevor
Jensen. If you say safety first, then its very
easy to say, OK, weve considered safety,
now we can get on with the job. Whereas,
if safety always is the culture, then you
dont move away from it. Toll Aviation is
one of three pilot organisations working
closely with CASA on the implementation
of safety management systems (SMS) inthe transition to Part 119. SMS have been
on the radar for over ten years, and many
proactive RPT operators, recognising that
they are a critical part of doing business,
already have robust SMS in place. Theyve
een man atory or certi e aero romes
since January 2007, an aero romes wit
internationa ig ts even ear ier, since
2005. (Furt er in t is artic e, t ere are case
stu ies o two very i erent aero rome
SMS experiences. See page 12.)
NOT SAFETY FIRST,
BUT SAFETY ALWAYS
Photo:MargoMarc
hbank
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Phase 1 Phase 2 Phase 3
Safety Policy, Objectives and Planning
Management commitment & responsibility
Safety accountabilities of managers
Appointment of key safety personnel
SMS implementation plan
Gap analysis
Documentation
Third party interface
Coordination of the emergency response plan
Safety Risk Management
Risk assesment & mitigation process eact ve roact ve pre ct ve
Hazard identification process Proactive/predictive/hazard
identification
Safety Assurance
Safety performance monitoring & measurement Reactive - incident & accident
estigation
Internal safety investigation
The management of change
Continuous improvement of the safety system
Safety Training & Promotion
Training & education ey personnel ll safety critical personne All safety critical personnel
Safety communication
SMS IMPLEMENTATION PHASES 2009-2011
T ere are our major components to t e require SMS:
Safety policy, objectives & planning
Safety risk management
Safety assurance, and
Safety training and promotion.
As part of the phased implementation of CASR Part 119, CAO 82.5
(HCRPT) an CAO 82.3 (LCRPT) were man ate in January 2009,
requiring operators to implement an SMS according to a staggered
timeline. These phases are depicted below.
To Aviation as a eet o 12 aircra t: two Frenc ATR 42s; 10 Metros (eig t
3s and two 23s); and three 737s contracted from Airwork NZ. And, on any
one day, they may also contract up to 50 aircraft. The company employs
115 people: 38 pilots (ten on the ATRs and the rest on the Metros); 42
engineers; 12 groun sta ; an t e remaining 23 in nance an a min.
Although Toll is not a CAO 82.3 or 82.5 operator, they have chosen toimp ement an SMS meeting t e stan ar s an time rames associate
with HCRPT operation. Their Metro operation is based around a number
of bank runs to centres such as Cairns, Townsville, Mt Isa, Moree,
Coolangatta and Mackay. Then there are the freight services one ATR
ies out o Bris ane to Ban stown, Me ourne
and Adelaide, while the other does the reverse
leg Adelaide to Brisbane, at the same time. The
Metros a so y t e A e ai e to Me ourne route.
Trevor explains that their Monday to Friday
roster appeals to many pilots for whom no
flying on weekends is a lifestyle choice. He
is very much aware of the competition Toll
faces from the major airlines, in attracting and
retaining pilots. The minute the major airlines
want pilots, we lose them, he explains, with
up to a 50 per cent turnover in the good times,
so part of the companys risk assessment is the
pressure this places on maintaining standards.
However, the current economic downturn has
a positive side decreased airline recruitment
has meant less workforce attrition. The
downturn has given us time to put our SMS in
place with a stable workforce, he says.
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T e timing is a so rig t or t eir SMS
for another reason. Toll Aviation arose
from three companies: Jetline, Jetcraft
and Jetcare, which have been aligned
into the one organisation over the
past 12 months. This consolidation
provi e a goo opportunity, Trevor
Jensen says, to work with CASA
on examining Tolls systems very
closely, as a prelude to establishing
an integrated SMS for the new
entity. An important first step
was a thorough gap analysis.
Safety doesnt have to cost
money, Trevor explains, so Toll
use Survey Monkey (a simpe
tool for designing surveys
online, with the capacity to
then analyse the data), to
survey their pilots, engineers
and ground staff to see how
we as a group see ourse ves.
Im not a salesman for
Survey Monkey, but its a
great tool which costs you
nothing. In a short time
we were able to come up
wit resuts oo ing atour compliance. This
analysis was revealing,
revor says. If you take
level 10 to be the level
we want to e or ICAO stan ar s (Internationa
Civil Aviation Organization), then for most items
we were overing aroun six, ut on azar
identification, it was three out of 10.
He says that by conducting the survey andanalysing its results, they were able to be
more realistic. If we had asked ourselves, for
example, Do we have a hazard identification
system? we probably would have said,
Yes. But now, rather than just ticking the
boxes, digging deeper has identified the
wea nesses, so we now w ere weve got
to put our effort in. The process took Toll
Aviation t ree mont s, ut Trevor says, it
gives us a very onest assessment o our
SMS readiness.
Having this data has also helped in convincing
the corporate group of the need to resource
safety management within the company
training, IT systems and so on. You can never
win an argument on emotion, but good data
can help you win.
Trevor and his team have now assessed all
the required elements, and established a
list of the tasks needed to put their SMS in
place, with the tasks allocated in a schedule
for phases 1, 2 and 3 of implementation. As
they write their manual, they can sign off on
eac o t ese tas s. To is a so part o t e pi ot
group tria ing t e new on ine SMS manua
authoring and assessment tool (MAAT).
W en Flight Sa ety visite t e company
headquarters in Brisbane, Trevor was about to
sit down with the CASA SMS project team to
begin populating the manual builder online.
In conclusion,Flight Safetyasked him what he
felt were the key points of an SMS. Keep itsimple; safety has to be pragmatic, he replies.
Its not about having big manuals your SMS
documentation should reflect how you do
your business. Make sure it reflects what you
do. And in training and communicating about
safety, make sure the way you do it suits the
au ience. T eres no point in aving pages
o instruction, wit t e intent in t e mi e
of the document, if the guys dont want to
rea nine pages. We ave to un erstan our
audience a lot better, he says.
The
minutethe
major
airlineswant
pilots,
welose
them,
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The whole system is electronically based, andwith hyperlinks to the regulations, there is
always access to the source document (e.g. the
CASA, EPA or WorkCover websites). Clicking
on the link therefore takes you straight to
the most recent version. Every activity they
undertake has a safe work method statement
and risk assessment that identifies hazards in
relation, not only to the activity, but the area
of operation, which may vary from day to
ay. Were in t e ear y stages o tria ing a
new system, using a PDA B ac erry, so t at
you can own oa ocumentation w en youcome back into the office. Or, in the case of
one of our pilots who may be flying outback,
he can obtain remote access to our server
24/7, Geoff explains.
He estimates that the initial certification
process, involving five months of manpower
and downtime cost EPS about $50,000; with
ongoing audit costs (around $12,000 annually)
an annua registration ees or t e t ree
certifications of another $12,000. But Geoff
argues, It wasnt too long ago that the only
EPS HELICOPTER SERVICESAccording to principal, Geoff Sprod, EPS helicopters are confident that
whatever SMS standards CASA introduces in the near future for charter
operators, they will be ready. On their website, Bankstown-based EPS
He icopter Services Pty Lt state t eir mission is: to provi e a sa e,
e cient, cost e ective e icopter management service in support o
our clients strategies and objectives. It was this desire to maintain
an ongoing emphasis on safety, and to establish a point of difference
with competitors, which led Geoff and chief pilot, Paul Caristo, to
implement a quality assurance system.
EPS Helicopter Services own two helicopters, a Bell 206BIII Jetranger,
and their latest acquisition, a Eurocopter AS350SD2. They conduct
charter and aerial work activities that include pipeline and power line
surveys, banner towing, sling loads, fire fighting and parachuting for
promotiona events, to name a ew.
In 2007, Paul was about a third of the way into putting the new companys
operations manual together, Geoff explains, when the pair decided,
Lets eve op a u y integrate management system t at wou rive
the business, rather than simply having an SMS. Recognising that the
helicopter world is a highly-competitive market, and that the business
would benefit from the security of ongoing contracts, they decided to
embark on securing SAI Global ISO certification. Ask any Joe on the
street, an t ey now w at t e sym o s mean, Geo exp ains, t efive coloured ticks are the most recognisable QA symbols anywhere.
So EPS opted to undertake not only quality assurance (QA) (ISO 9001),
certification, but also environment (ISO 14001) and OH&S (AS 4801).
Their five months of developing policies and procedures covering all
aspects of the business, including safe work method statements, risk
registers, risk assessments, staff training and induction, paid off. After
rectifying minor areas during the pre-audit check, they passed their
audit in October 2007, gaining their triple SAI Global certification. This
certi cation process ensures t e system continua y evo ves wit t e
usiness towar s est practice, an is reviewe wit ongoing au its to
maintain certification.
www.eps e i.com.au omepage
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t ing t at mattere was t e our y rate. Over
the past two years we have seen a change in
tender requirements, and acknowledgement
that tenderers have some form of quality,
OH&S an environmenta po icies an
procedures in place. And more recently, you
not only have to provide evidence of such
systems, but also any external certification.
Anyone who chooses not to go down this
roa soon wi e e in t e competition.
For EPS the additional certification brought
direct commercial benefit: a few months after
certification, EPS secured
a government contract, competing against ot er major operators.
While price accounted for a percentage, other factors such as quality
and environment were an issue. Their success, Geoff says, could be
attributed to the fact that EPS was the only operator with a certified
system w ic covere a t ree aspects, giving t em a ig score in
that component of the tender.
Over t e next coup e o years Geo e ieves t e re iance on provi ing
evidence of a safety management system will increase significantly.
A itiona y, a ar greater emp asis wi e p ace on a companys
SMS as a measurement of their performance, rather than simply on
their price.
SMS & AERODROMESJust as t e current SMS P ase 1, 2 & 3 requirements
are a transition to CASR Part 119 SMS requirements
for Australian aerodrome operators followed a similar
transition. CASR Part 139 (sa ety stan ar s or
Australian aerodromes) came into effect in May 2003,
with a 1 Novem er 2005 ea line for aero romes
with international operators; and 1 January 2007
deadline for all other certified aerodromes. Keith
Tonkin, of Aviation Projects, outlines case studies o
two very different aerodromes which implementednew SMS.
NORTHERN PENINSULAAIRPORT (YNPE)
BACKGROUND
Northern Peninsula Airport (NPA, formerly Bamaga/
Injinoo Airport) is located on the northern tip of Cape
York Peninsula in far North Queensland. Like many
remote communities, the five Aboriginal and Islandercommunities o t e Nort ern Peninsu a area re y
heavily on air transport for access to medical and other
essentia support services. T e airport is t ere ore a
critical element of community infrastructure.
To provide for an expected increase in operator
capability, the airport was prepared for certification
in late 2007, and received its aerodrome certificate
early in 2008. A critical condition of certification was
assurance y t e Nort ern Peninsu a Area Regiona
Counci , w ic manage t e airport, t at t ey wou
provide adequate resources and funding so that the
aerodrome would meet regulatory requirements.
Not only did the SMS satisfy one of the requirements
for certification, but importantly, it was a way of
being proactive by identifying existing and potential
issues and the resources and management actions to
address them.
SMS DEVELOPMENT
The airport management had limited knowledge of
how to develop and implement an SMS. So after first
oo ing at t e princip es an met o o ogy o an SMS
in t e CASA- eve ope SMS temp ate, t ey participate
in a workshop to identify risks to the safe operation of
t e airport. T ese ris s an t eir associate treatments
were documented in a risk register and treatment plan,
in MS Excel format. By using Excel, which is readily
available, local airport management staff could view,
manage and manipulate the register document easily.
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Some of the issues identified in the development of theSMS, an actions ta en to recti y t em are as o ows:
1. Emergency callout Limitations because of fixed-
ine and mobile phones meant that the airport
manager (who also does the refuelling) was not
always contactable for callout by emergency
services such as the Royal Flying Doctor Service
(RFDS). A satellite phone was therefore provided
to t e airport manager.
2. Frequency confirmation Although a Unicom
service was available, limitations associated with
sta avai a i ity an ra io equipment, as weas significant frequency congestion on the large
CTAF(R) shared with nearby Horn Island Airport
and other airports in the Torres Strait, led to the
ecision to establish Northern Peninsula Airport
as a separate CTAF(R) and to install a combined
AFRU/PAALC. This process will be concluded with
t e August 2009 amen ment o ERSA.
D-H R NF RE EEN RI K
As wit any aviation activity, espite t e intention
to proactively manage safety risks, unforeseen risks
requiring reactive management action occur from
time to time. Some incidents which occurred at NPA,
and how these were managed to minimise future
risks are as follows:
1. Near miss A light a ircraft landed short
of the runway while conducting a circuit to
and, due to failure of the throttle cable. The
subsequent emergency response revealed
some opportunities or improvement in re ation
to call out procedures, telecommunications
systems and response vehicle capabilities. The
airport manager reporte t ese issues, w ic
were discussed with airport management
an other stakehol ers for consi eration an
implementation. Results were recorded in the
ris register an treatment p an.
2. Pavement ai ure groun water in tration o t e
runway pavement required urgent repairs to be
carried out at short notice. This required closure
o t e airport or a num er o ays on severa
occasions, with implications to RPT operators,
emergency services etc. A full engineering designo pavement repairs & a itiona rainage was
commissioned immediately. The pavement repairs
were carried out in accordance with the engineering
designs provided. The results of these activities were
recor e in t e ris register an treatment p an.
Further drainage & runway pavement upgrades are
scheduled when funds are available.
STAKEHOLDER CONSULTATION
All of the above issues required engagement with
sta e o ers to ensure t at t ey un erstoo an
accepted the risk treatments being implemented,
and that an acceptable level of safety would be
maintaine . T ese sta e o ers inc u e aircra t
operators and agents, council staff, local community
mem ers, regu atory aut orities, supp iers an
customers.
Sometimes change can bring about unintended
consequences, so during the development of
risk treatments, stakeholders were asked for
t eir input regar ing potentia impacts to t eir
activities, including operational implications,
amended procedures, most appropriate means ocommunication etc.
Stakeholders received information concerning the
treatment actions w ic a een etermine ,
through email broadcasts to user groups, newspaper
articles, telephone, fax, industry publications and
newsletters, NOTAMs as well as AIP/ERSA and other
in ormation sources.
SMS ONGOING MANAGEMENT
Airport management accepts that risks need to be
managed proactively. They organise meetings of
t e SMS sa ety committee every six mont s or so to
review the SMS and the risk register and treatment
plan, so that planned actions to treat known risks
happen; potential risks are identified and actions put
in place to treat them.
T e meeting a so ta es an consi ers reports an
information from the previous period relevant to the
SMS, suc as a - oc reports or ot er in ormation;
and safety/technical inspection reports.
...itwasawayofbeingproactiveby
identifying
existingandpotentialissuesandthere
sources
andmanagementactionstoaddressthe
m.
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SAFETY CULTURE
Increased regulatory obligations as a certifiedairport under CASR 139, as well as status as a
security-controlled airport under transport security
regulations meant the community had to reconsider
its approach to the airport. Improved maintenance
of infrastructure and services, restrictions to access,
more rigorous operational procedures and increased
management invo vement a so require a prioritisation
of funding and human resources, so the airport
management met its regu atory requirements.
SUNSHINE COAST AIRPORT(YBMC)
A K R UN
Sunshine Coast Airport (SCA), owned and operated
by Sunshine Coast Regional Council, is Australias
twelfth-largest airport by passenger numbers. It
supports jet RPT services operate y Jetstar, Tiger
and Virgin Blue; numerous fixed and rotary wing
training organisations, including Singapore Flying
Co ege; as we as aircra t maintenance an support
operations. It is a security-controlled airport with
screening requirements.
Sunshine Coast Airport is better resourced than
Northern Peninsula Airport, but has its own unique
issues ecause o its muc greater scope an sca e
of operations, and its correspondingly more
compex comp iance an reporting requirements.
It is also approaching limitations in operational
capacity roug t a out y an unanticipate increase
in passenger numbers and the type of operations
conducted at the airport.
INTEGRATION WITH OTHER RISK-
BA ED MANA EMENT PR RAM
Because o t e increase scope, sca e an comp exity
of activities it conducts and supports, Sunshine Coast
Airport manages a num er o ris - ase comp iance
programs in addition to the SMS. These include
an environment management plan, a security ris
management plan (part of the Transport Security
Program), a workplace health and safety program
an an asset management program.
As well as these statutory requirements, all significant
projects undertaken at the airport involve a proactive
orma ris management component.
Sunshine Coast Regional Council also requires all
significant risks (including business continuity, financial
and legal liability issues) to be managed as an outcome
of the airports annual performance plan.
Managing these separate programs creates a
signi cant issue. T ey o not a ave t e same ris
criterialikelihood and consequence descriptors, risk
matrix, management an reporting actions require ,
level of acceptable risk etc. This disparity makes
allocating resources effectively
Photo: courtesy Sunshine Coast Airport
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ManageSARTIMEsand help us to help youYou can also nominate, modiy and cancel a SARIME by radio -
i the other preerred methods are not available. Be mindul that
when using VHF there may be delays i AC are experiencing busy
periods. I using HF, reception can ofen vary and you may need to
repeat your details several times.
SARIMEs do not have to be held by AusFIC. Any responsibleperson nominated by you a spouse, trusted riend, your company
or ying school can hold your SARIME. It is important to
ensure the person you nominate has a description o the aircraf you
are ying, is amiliar w ith the details o your ight and has all your
relevant contact details. Tey must be able to provide emergency
services with accurate inormation i needed.
I a SARIME held by an AS unit is not cancelled by the
nominated time, attempts will be made to contact you. I these
communications ail, an emergency Uncertainty Phase will
be declared.
AusSAR will be notied o the expired SARIME and wi ll take over
responsibility or the response. AusSAR has extensive resourcesand the expertise to locate you and conrm your sae arrival or to
initiate emergency assistance.
When cancelling your SARIME use the correct phraseology.
Always use the phrase cancel SARIME (as per AIP GEN .-
..). Other phrases such as cancel SAR do not adequately
distinguish VFR and IFR ights and may cause conusion.
Remember at the end o your ight to ask yoursel Have
I cancelled my SARIME?
For urther inormation about SARIME management contact
Fiona Lawton at saety.promotions@airservicesaustralia.com
Managing Search and Rescue (SAR) times and cancelling
them at the end o a sae ight is a critical responsibility o
pilots in command.
It ensures that Air raffic Services (AS) and emergency response
authorities such as AusSAR (Australian Search and Rescue) or the
police know that youve arrived saely. It also prevents Airservicesinitiating unnecessary search and rescue activities a highly
resource intensive, and at times costly, process.
When nominating your SARIME ensure it is long enough to
cover the duration o your ight including the time you may need
to access suitable communication acilities to cancel it. Consider
nominating an end o ying day SARIME, rather than one or each
stage o a multi-stage ight. Having too many SARIMEs in the
system can get conusing or all operators pilots included.
When planning a ight that does not enter controlled airspace
ensure you give AS inormation about:
the aircraf ca llsign or identication
aircraf type
departure point
destination
number o persons onboard
a nominated SARIME.
Te best way to notiy, change and cancel a SARIME held by
Airservices is by telephoning Airservices Flight Inormation Centre
(AusFIC) on (as per AIP ENR .- ..).
You can also lodge your SARIME over the Internet. I lodging
your SARIME this way, make sure you telephone the Brieng
Office to conrm that your SARIME has been received.
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International Accidents Incidents 06 April 2009 - 30 May 2009
Australian Accidents/Incidents 1 April - 29 May 2009
Aircraft Location Fatalities Damage Description
06-April Fokker F-27Friendship 400M
Bandung-HuseinSastranegara Apt,Indonesia
24 Written off The Fokker F-27 was returning from a parachuting exercise. Onlanding the aircraft contacted a hangar near the runway 29 thresholdand there was a 20-knot crosswind at the time of the accident.
09-April British AerospaceBae-146-30
amena, Indonesia Destroyed On approach to runway 15 the Bae-146-300 entered cloud andstruck the side of Gunung Pike Mountain bursting into flames.
17-April Cessna 208B Grandaravan
Canaima Airport,enezuela
Written off The Cessna 208B Grand Caravan crashed shortly after leavinganaima due to an engine failure.
19-April Boeing 737-800 Montego Bay-SangsterInternational Airport,Jamaica
0 None After the Boeing 737-800 landed a Jamaican man burst onto theplane, brandishing a gun. He wanted to leave the country & firedthe gun once through the open cabin door. Flight attendantsmanaged to negotiate the early release o all 174 passengersan two crew mem ers. tary po ce came an t e ac erwas arreste .
26-April Douglas DC-3C San Juan-Luis MuozMarn Apt, Puerto Rico
0 Writ ten of f During taxi, the Douglas DC-3C had fire in the cockpit. The crewand cargo loader evacuated.
27-April Boeing 737-2 K9 Guadalajara-DonMiguel Hidalgo y
ostilla Apt, Mexico
0 Substantial The crew of the Boeing 737 selected the undercarriage down onnals to Guadalajara but did not get a down and locked indication.
They performed a fly past and the tower controllers confirmedthat the undercarriage was not fully down and locked. The flightcrew carried out a belly landing on runway 28.
29-April Boeing 737-275 Massamba, Bandundu
rovince, Congo
7 Written off A Boeing 737 was destroyed during an accident near Massamba
Village, Bandundu Province, Democratic Republic of Congo.30-April Antonov 2 Written off The Antonov 2 made 3 attempts to land in poor weather
condition including heavy snow and hit power lines.
08-May Tupolev 154M Mashad Airport, Iran 0 Substantial The Tupolev 154M encountered bad weather. The aircraftuselage sustained 1.8G acceleration forces and was struck by
hail stones. The flight diverted to Mashad and landed normally.The fuselage sustained substantial damage.
08-May McDonnell DouglasMD-90-30
Riyadh-King KhalidInternational Airport,Saudi Arabia
Substantial The MD-90-30 landed on the runway veered off and the righthand main gear collapsed.
10-MayBritish Aerospace3201 Jetstream 32
Utila Airport, Honduras 1 Written offAuthorities found and confiscated 1500kgs of cocaine on boardthe aircraft. Reportedly the aircraft ran out of fuel in rainyweather and attempted a forced landing.
20-MayLockheed C-130H
Hercules
near Madiun-Iswahyudi
Airport, IndonesiaWritten off
The C-130H Hercules was on approach when it hit four houses,killing the occupants of one house. It then skidded into a riceeld, and burst into flames on impact.
26-May Antonov 26siro-Matari Airport,Congo DemocraticRepublic
Written offThe Antonov 26 was destroyed when it crashed on approach.The three flight crew members received fatal injuries.
30-May -42-a ore rport,
PakistanSubstantial
e -42 was su stant a y amage w en t e nose gearand main undercarriage collapsed. It ran off the runway, skidded2 000ft and across a drainage ditch.
Notes: compiled from information supplied by the Aviation Safety Network (see www. aviation-safety.net/database/) and reproduced with permission. While every effort is made to ensure accuracy,neither the Aviation Safety Network nor Flight Safety Australia make any representations about its accuracy, as information is based on preliminary reports only. For further information refer to final reportsof the relevant official aircraft accident investigation organisation. Information on injuries is unavailable.
Date Aircraft Location Injuries Damage Description01-Apr obinson R22 Beta Murwillumbah (ALA),
NSWSerious The crew were practising forced landings.The helicopter sank in
the final stages of the autorotation - the main rotor blade struckthe tail boom.
01-Apr Cessna 152 Maryborough (Vic)Aerodrome, VIC
Serious ue to an unstable approach, the aircraft ballooned on flareoutand subsequently landed hard on runway 35. The aircraft
ounce tw ce nose own, co aps ng t e nose an ng gear.
02-Apr o nson 22 eta roserp neWhitsunday CoastAerodrome, QLD
Serious Serious t was reporte t at t e e copter co e w t t e runway.e two occupants susta ne n ur es. e nvest gat on s
cont nu ng.
07-Apr Boeing 737-7Q8 TownsvilleAerodrome, QLD
Serious Nil As the rear cabin door was closed, the airstairs were removedfrom the aircraft. A ground crew member, closing the door atthe time, fell through the gap between the airstairs and theaircraft, and was seriously injured.
09-Apr Yakovlev Yak-52 Albury Aerodrome,NSW
Serious Nil The aircraf ts engine stopped soon af ter star tup. The pilot lef tthe cockpit to swing the propeller but left the magnetos on.As the pilot touched the propeller, the engine started and thepropeller struck the pilot on the right hand, the right arm andthe right leg. The pilot was seriously injured.
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11-Apr Grob G-115B arafield Aerodrome,SA
Serious he aircraft bounced and floated on touchdown. The pilotincreased power and retracted the flaps for a go-around, but theaircraft banked to the left and impacted the runway. The aircraftslid off the runway to the left and came to rest on a taxiway.
12-Apr per -25-235 1awnee
ena a ero rome,VIC
nor Serious During the landing roll, the aircrafts left main landing gear tyreburst. The left wing tip and propeller struck the ground, and theaircraft flipped, sustaining serious damage.
14-Apr Piper PA-31-350Chieftain
Dalby (ALA), QLD Nil Serious After selecting landing gear down, the left main landing gearwould not extend. The pilot diverted the aircraft to Oakey where amanual gear extension also failed. After orbiting to burn fuel, thepilot conducted a wheels-up landing.
15-Apr ippsland (GA-8)eronautics Airvan
ape Barren IslandALA), TA
Nil erious hile taxiing for departure in windy conditions, the pilot lostcontrol of the aircraft which flipped over.
16-Apr per -18-150Super Cub
arooc y oreSunshine CoastAerodrome, 153 M22Km, QLD
nor Serious During banner towing, the aircrafts engine failed and the pilotconducted a forced landing onto a beach. During the landing roll,the aircraft nosed over at the waterline.
20-Apr Robinson R44 IIRaven
Edenhope (ALA), 220T 27Km, VIC
Fatal Serious It was reported that the helicopter struck powerlines and collidedwith the ground. The pilot sustained fatal injuries. The investigationis continuing.
22-Apr ell 206B Jetranger ynyard Aerodrome,91 M 30Km, TA
Nil erious fter takeoff, the helicopter was turned downwind and losttail rotor authority. The helicopter descended from 30 ft A Land landed heavily. The tail boom was broken and the skidssustained damage.
23-Apr Robinson R22 El Questro (ALA), NNEM 70Km, WA
Nil Serious During mustering, and while hovering above water, the tail rotorlost effectiveness and the helicopter impacted the water rightside down. The helicopter was destroyed.
01-May Cessna 182R Skylane Hayes Creek (ALA),SW M 9Km (DouglasStation), NT
Minor Serious During takeoff from a station road, the aircraft did not acceleratenormally due to the left wheel dragging in long grass. Afterbecoming airborne, the aircraft began veering left uncontrollably.The pilot landed the aircraft but was unable to stop the aircraftbefore it struck trees.
02-May mateur- u t ornetSTOL
ormantonero rome,
50Km, QLD
nor erious s the aircraf t climbed through 250 f t af ter takeof f, the aircraf tencountere w n s ear an ost arspee . e p ot turne r g tto return for landing, but the aircraft stalled and hit the ground.he two occupants suf fered minor injuries.
03-May Bell 47G-3B1 Rolleston (ALA), 180
M 2Km, QLD
Minor Serious As the helicopter climbed through 150 ft AGL at 40 kts, the pilot
felt a bounce, lowered the collective then heard a loud bang.The engine began racing, so the pilot reduced power and carriedout a forced landing. The helicopter landed heavily and the mainrotor severed the tailboom.
04-May essna 172Rutlass
ockhamptonerodrome, W M5Km, LD
Nil erious he aircraft touched down half-way along the runway strip,over-ran it and collided with a barbed wire fence, resulting inserious damage.
05-May o nson 22 e ta Halls Creekero rome,
50 m,
ata Serious t was reporte t at two e copters co e w e muster ng.e nvest gat on s cont nung.
07-May Beech 58 Baron near Garden PointAerodrome, NT
Nil Serious When the landing gear was selected down, it failed to extend.The pilot subsequently diverted to Darwin and conducted awheels-up landing.
07-May essna 210N
enturion
roote Eylandt
erodrome, 225 M9Km, NT
Nil erious During the approach to runway 10, the aircrafts engine failed and
the pilot force-landed on mud flats.
14-May Cessna 172RSkyhawk
an a ot ero rome, Serious During the landing on runway 24L, the aircra t bounced threetimes before the student pilot took off. After the subsequentlanding, it was found that the propeller had struck the runwayand the nose landing gear tyre had burst.
19-May Cessna R182 SkylaneRG
Canberra Aerodrome,ACT
Nil Serious While on downwind for runway 12, the nose landing gear wheeldetached from the aircraft. The aircraf t landed on the mainlanding gear and nose gear strut. The aircrafts propeller struckthe runway and damage was caused to the nose leg forks andnose gear door.
23-May per -30 w nomanche
Cessnock ALA , NS erious he pilot did not complete the short final checks and landed theaircraft with the landing gear retracted.
29-May Cessna 152 Moorabbin Aerodrome,
VIC
Nil Serious During a touch-and-go landing on runway 13L, the pilot over-
corrected the aircraft after encountering crosswind and theaircraft ran off the runway, coming to rest in a ditch.
Text courtesy of the Australian Transport Safety Bureau (ATSB). Disclaimer information on accidents is the result of a co-operative effort between the ATSB and the Australian aviation industry. Dataquality and consistency depend on the efforts of industry where no follow-up action is undertaken by the ATSB. The ATSB accepts no liability for any loss or damage suffered by any person or corporation resultingfrom the use of these data. Please note that descriptions are based on preliminary reports, and should not be interpreted as findings by the ATSB. The data do not include sports aviation accidents.
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PO Box 2018 Redcliffe North QLD 4020 P:07 3204 0965 F:07 3204 1902 W:www.bobtait.com.au E:bobtait@bobtait.com.au
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Then go to CASAs homepage:Click on education/seminars on the
home page drop-down menu.
Like to attend one of CASAs AvSafety seminars?
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Innovation for generations.
ac groun at a , Am er says. I t in t e act t at I new itt e in
the first place about aviation has helped if I had known about the
huge cost and the demands of the study involved, I may have been put
off. The Sir Donald Anderson Award Based on examination results,
the first prize is $3,000, with the winners of second and third place
receiving $2,000 and $1,000.
Amber has had some extra motivation to do well. My partner Michael
and I have studied together for our exams over the years, so there has
een some ea t y competition.
We met w en stu ying to comp ete a Bac e ors Degree in Science
(Aviation) at Edith Cowan University. For the past two years Amber has
worked for Skippers Aviation and Michael as a flight instructor for China
Southern at its flying college in Western Australia. They have both just
accepted positions at China Southern as Metro 23 first officers.
CASA sponsors a num er o aviation in ustry
organisations, and as part of this program,
CASA representatives recently attended the
Australian Women Pilots Association annual
conference in Port Lincoln, South Australia.
Aviation safety advisor for South Australia,
Mal Wardrop, presented a number of AvSafety
seminars to conference participants, and
Tanya Rush presented the CASA-sponsored
Sir Donald Anderson Award for 2009 at the
awards dinner.
T is awar recognises outstan ing aca emic
achievement in professional aviation studies
y a ema e trainee pi ot, an is name in
honour of the late Sir Donald Anderson, who
made a significant contribution to aviation in
Austra ia, Tanya Rus exp aine .
Winner of the award was Amber Lee Grech.
I actually dont come from an aviation
High-flyingwomen
Amber accepts her award fromCASAs Tanya Rush
CASA AvSafety Advisor, Mal Wardropaddresses conference delegates
By Jessica Beange
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In the 35 years leading up to 2003, there wasan average of one mid-air collision per year.
However, since December 2007 there have
been seven mid-air collisions, resulting in nine
fatalities. This is a concerning increase.
he majority of mid-air collisions occurred in the circuit area. Additionally,
there have been a number of near misses at busy aerodromes.
Detailed are some key safety factors and practical recommendations
to assist pilots in avoiding mid-air collisions. This list is notexhaustive, nor are these recommendations the only factors a pilot
should consider.
Situational awareness
Maintaining situational awareness can save your life
know what is going on around you
predict what could happen.
High cockpit workload is a significant factor in a pilot losing situational
awareness. Hig tra c ensity, ra io congestion, instructiona ig ts
and inexperience can increase cockpit workload.
Make sure you:
prepare and plan your flight
prioritise your tasks and remain alert
listen for other radio calls to identify other aircraft positions
consider re-scheduling if traffic density or radio congestion increase
to an uncom orta e eve .
You nee eig tene situationa awareness uring iverse an
complex circuit operations at busy aerodromes. Infringement of
opposite circuit ig t pat s uring contra circuit operations an
management of different aircraft speeds and performance in the circuit
are especially important factors.
To minimise these risks, you should:remain clear of the opposite circuit, dont
drift after takeoff and dont overshoot
turning onto finals
maintain an active lookout for traffic in the
other circuit
familiarise yourself with the speed and
performance of other aircraft.
Lookout
The first and last line of defence
An e ective oo out is essentia a ways
assume that you are not alone. See and
avoi princip es are common y use , ut
have limitations. Alerted see and avoid can
e more e ective, ut is not a ways possi e.
Most mi -air collisions occur when one aircraft
collides with another from behind, or both
aircraft converge from a similar direction.
You should:
maintain an effective lookout in all
directions, including behind
not become complacent, even if you are
ami iar wit an aero rome
increase vigilance in high-risk areas,
including inbound reporting points and in
the circuit area
ensure you sig t any prece ing aircra t
before turning finals, otherwise consider
going aroun
be aware of, and manage blind spots as part
of your lookout technique
MID-AIRC SSOLLI ION
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use stro es, eacons an an ing ig ts to increase aircra t visi i ity
turn your transponder on, code 1200, ALT mode.
Radio procedures
Talk is not cheap
Aviate, navigate and communicatetheyre your priority. Effective
communication assists situationa awareness.
Inci ent reports s ow pi ots sometimes o not o ow or un erstan
instructions given by air traffic control (ATC). When ATC gives you an
instruction, you should:
acknowledge ATC in a timely manner
think about what is required and then action the instruction
tell ATC if you do not think you can comply with an instruction
advise ATC if you do not understand an instruction
not be afraid to ask ATC for assistance.
W en an aircra t is equippe wit ua ra ios, incorrect se ection
of frequencies or transmission mode may create communication
difficulties. To avoid these:
always confirm that the frequency, transmit selector and volume
control are set for the ra io in use
ensure you ave receive an un erstoo t e ATIS we e ore t e
approac point.
Piots can ecome con use w en t ey receive an unexpecte instruction
rom ATC, or are una e to ma e a p anne ra io ca . To avoi con usion:
have an alternative plan if you are unable to make your inbound
call to ATC due to frequency congestion
monitor radio communications, and do not transmit during ATC
instruction and responses with other aircraft
make radio calls brief, clear, to the point and use standard phraseology.
GAAP proceduresEvery GAAP aerodrome has location-
specific procedures.
Surveys o a genera aviation proce ures
aerodromes (GAAP) show that some pilots
misun erstan t e roe o ATC at a GAAP
aerodrome. Remember:
in VMC, t e pi ot in comman must
sig t an maintain separation rom
other aircraft
comply with ATC instructions, and if
unable to comply advise ATC
advise ATC if sight is lost of other
aircra t.
ATC contro s runway operations wit
landing and take-off clearances. They
a so provi e tra c in ormation an or
sequence instructions.
Often pilots do not have a contingencyplan for frequency congestion.
Common congestion problems occur at
GAAP approac points an on na
approach. Remember:
if the frequency is congested, have a plan B
consider specific risks at your location
consider re-scheduling if traffic density
or radio congestion increase to an
uncomfortable level.
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cant walk
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T10
Flight Safety editor, Margo Marchbank,
caught up with Dale Elliott recently
in Brisbane when he addressed
Australian Parachute Federation
conference delegates.
Dale Elliott has just achieved an Australian first. In May 2009, he
became Australias first paraplegic solo skydiver. And dismiss images
o a w ee c air p ummeting eart war s rom your min t ats
parked at the drop zone, waiting. Without legs that work, Dale has
engineered an ingenious solution to land safely on his rear.Its een a ong journey to t is point. At t e recent Austra ian Parac ute
Federation of Australia conference in Brisbane, conference delegates
gave the down-sitting Dale a standing ovation after hearing his story.
He started flying as a year 11 student when he was 16; went solo in
January 1992, and got his PPL about a year later. He joined the army,
atten ing t e sc oo o arti ery at Man y, a antastic experience, an
then took on an apprenticeship as a LAME in 94-95. It was really
tough then to get a job as a pilot, he says, You had to have been flying
for about six to seven years. During his apprenticeship, he continued
to fly, dropping skydivers at weekends, and completing his night-VFR
and twin-engine CIR ratings. It was all working out really well.Achieving this first began six years ago, when, Dale recounts, he was
a commercia pi ot oo ing to get is ours up e ore trying or t e
airlines. He recalls that time vividly: on 23 December 2002, he was in
an Aero Commander, flying through 8,000ft, and through the window
in the roof, he could see the stars. He remembers thanking these
constellations out loud that night. Im 26 years old; Ive been married
to a won er u woman or six years; an Ive rea ise t e ream Ive
had ever since I was eight or nine of being a pilot. It doesnt get much
better than this. Three days later, Dale and wife Erika were spending
Christmas with the family at Waikerie in South Australias Riverland,
where he grew up.
On Boxing Day, he went for a spin on his cousins Yamaha R6 motorbike.
Ive ridden bikes on my parents farm since I was eight, but I swerved
to miss a dog, and came off. I wasnt going fast, but I knew something
was wrong when I couldnt feel my legs. That something was damage
to his spinal cord at T10 (the tenth of twelve thoracic vertebrae), which
left him a paraplegic and reliant on a wheelchair. Its also, according to
Da e, t e most common rea o owing motorcyc e acci ents, ecause
the thoracic and lumbar vertebrae (T10-L2) at the base of the rib cage
are in a region where the spine is most flexible, and therefore more
prone to injury. (Qua rip egic injury i ewise most common y occurs in
the region of the cervical vertebrae [C5-C7] of the neck.)
Iveriddenbikesonmyparentsfa
rmsinceIwaseight,butIswervedtomissadog,andcameoff.
Dreamstime.com
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Wit typica etermination, is stay in re a in A e ai e was
remarkably short. Its all about taking some control back, he explains,
necessary to counter t e ee ings o epression an ope essness
which for many follow spinal cord injury. He was soon back working
for an aircraft charter company in Adelaide in charge of pilots
rosters and schedules. I was one, and now had to manage them, he
explains ruefully. But, determined to set himself more challenges,
Dale decided to resume skydiving. Flying jump planes had been a
way of getting some extra flying hours before his accident, and he
had done 37 jumps before as an able-bod. Solo, as a paraplegic,
was something completely different. With the support of Alan Gray
o A e ai e Tan em S y iving, Greg Smit o SA S y iving, an
instructor and photographer, Curtis Morton, Dale set about learning
ow to skydive as a paraplegic. There was no manual on this, so we
a to go ac to asics, e exp ains. I manage to trac own a
South African guy by the name of Peter Hewitt. Hes also a para and
es now one a out 120 jumps, so es given some great a vice.
Dales T10 paraplegia means that his abdominal core strength
is compromised, and balance is affected - and, both legs are
paralysed. Skydiving conventionally requires all of these abilities, for
WhatcanIdoinamatterofminutestogetmylegsupoutoftheway?
manoeuvra i ity in t e air, an or an ing.
Deve oping is gear as een very muc a
process of trial and error. His pants rigging
came about as an answer to the question:
What can I do in a matter of minutes to get my
legs up out of the way? He needs control of his
egs in aunc ing imse out o t e p ane, an
especia y or an ing, so t at e can pu is
egs up out o t e way, an an sa e y on is
rear. I was an aircraft engineer, and worked
with a lot of fibreglass, sitting my CASA exams
for composite materials. I also cut my teeth on
gliders at WaikerieI used to go and help with
the glider repairs. Theyre some of the best
fibreglass repair guys in Australia. All this put
him in good stead for dealing with the unique
situation of jumping with paralysed legs.
The irony of developing his equipment didnt
escape Dale. A month before his first jump,
he was swathed in a full plaster cast, looking
very much like the seen-after shots of a
disastrous jump. The plaster cast was inspired
by a 70s military movie he tracked down
on YouTube, which showed how to make an
arm cast on the battlefield. The plaster cast
worked perfectly, Dale says, as the mould for
making the fibreglass braces. These custom-
made fibreglass braces fit into the legs of a
pair of motocross pants, which are furthermodified with extra padding to cushion his
rear on landing. The braces keep his legs rigid
when necessary, and the cords on the braces
pull his legs up out of the way for landing. The
Mark 1 braces have scored a few bumps and
crashes and theyre beginning to show some
fatigue cracks so its now on to braces Mark
11. Dale is planning on making these from
5mm polypropylene plastic, working on the
t eory t at t ey wi e muc more exi e
and durable. Fellow paraplegic skydiver, Peter
Hewitt, has had a special polypro orthopaedic
pair made, but the $1000 cost of these is a
eterrent. Da es wor ing on ma in s o
T is stu (po ypropy ene) to wors gre
wit . A I nee is an an n er; a jigsaw;e-gr ;
an a commercia -siz .ove
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A TYPICAL JUMPDale talks through what happens on a typical jump:
As t e aircra t c im s t roug 11,000 t on t e way to
12,000ft, everyone gets up and checks their gear. We
check each others pins (which hold the main and reserve
containers closed); put on our helmets and goggles; and
check altimeters. As we approach our exit point, we open
the oor an look out to make sure its all clear an we can
see the drop zone. I then make my way across the floor
to t e oor an swing my egs out to ace t e oncoming
70kt wind. I count Out, in, GO! and push off the aircraft
out into the blue sky. I throw my arms and head back and
counteract any s ipping y twisting my s ou ers aroun .
I check my altimeter every thousand feet or so, which
means about every five seconds. I do some turns and
have a play around, and might do a somersault or two.
As I am approaching 3000ft, I track to the left or right of
the aircraft track, so I dont fly under another skydiver
who has jumped after me. I deploy my main parachute at3000 t an quic y c ec t at it is ying straig t an eve .
I identify the landing area, check the wind drift and then
set myself up to pull up my legs and attach the straps to my
chest. This takes about 30 seconds. After that I have a play
around and do some turns under canopy, and at 1500ft I
will be joining a downwind leg. At 600ft I turn onto finalI
can adjust my rate of descent by using front and rear risers
on the canopy. This increases and decreases the angle of
escent. I can get my an ings wit in a ew metres o t e
target. Having 2000 flight hours and many more landings
as given me an a vantage. T e parap egia as no e ect
on my canopy control skills or technique. I just need toland softly every time to avoid injuries. This means I need
to pick my days to jump.
Fitness is also a big thing for Dale. Preparation for his first solo attempt
focused on building up strength and improving his circulation. You
need strength to move around the plane, he explains, and then
t eres t e 10-15 g c ute to consi er as we . So in t e ea -up to t e
jump, he was doing 20-30km hand cycle rides, getting his heart rate up
over two to t ree ours. Mastering t ese comp exities, an coming up
with the means to skydive as a paraplegic is no different, Dale argues,
He a so ives wit a mo i e parac ute onate y Parac utes
Australia; the harness is adapted to allow for his different body
position. Whereas able-bodied skydivers adopt an arched position to
remain stable in freefall, Dale needs to concentrate more on using his
upper body to deflect air and stay in a stable position. His arms are far
more active.
Photo: Curtis Morton
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to w en, as a pi ot, you rst get in a p ane
an oo at a t e instruments. Youve got to
chunk it, and break it down, taking one thing
at a time.
Dales also a sit-down stand-up comic, whohas braved hecklers at various comedy
venues; and a motivational speaker. Following
is appearance at t e Bris ane con erence, e
ies to New Zea an in ate June. Hes excite
y t at prospect, ecause two NZ companies
ave o ere to sponsor is equipment:
NZ Aerosports are provi ing a new Icarus
Safire2 canopy; and Deepseed are making
a customised jump suit. The braces fitted to
external leg pockets in the new suit will give
much more flexibility in preparing for a jump.Hell talk to employees of both companies
about his skydiving journey.
Then theres the future challenge planned
or 2012. He gures it wou ma e quite a
statement for those with disabilities if he
and fellow para skydiver Peter Hewitt were
to skydive into the stadium for the opening
of the 2012 London Paralympic Games.
HefiguresitwouldmakequiteastatementforthosewithdisabilitiesifheandfellowparaskydiverPeterHewittweretoskydiveintothestadiumfortheopeningofthe2012LondonParalympicGames.
Daeani
nstructorAanGray
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From is contact wit t e UK Parac ute
Association, hes found that they dont have
any paraplegic skydivers, so he and Peter are
planning on putting a proposal to the Games
opening committee when its convened by
t e Lon on organisers ater t is year. Peter
an I ave to get toget er an get to now
each others style and fall rates in the sky,
and well need demonstration licences,
which require strict examination and landing
accuracy skil ls.
AsFlight Safetywent to press, Dale gained his
A icence, an is now a qua i e s y iver.
According to CEO of the Australian Parachute
Federation, Susan Bostock, Dales nailed
it (his solo certification). Its quite mind-
boggling, she says. Its difficult enough for
a e- o ie s y ivers. T e it Susan re ers to
is the accuracy required for solo certification
to achieve this, skydivers must land within 25
metres o t e target in t e rop zone on 10 occasions. Some peop e
who become paraplegics lock themselves away, and become recluses,
but Dales different. He just says, This is the card Ive been dealt, and
makes the most of it.
Recently, CASA has been working closely with parachute bodies such as theAPF, on a range of safety procedures including cloud jumping procedures
manuals, and aircraft operation and maintenance issues. In September-
OctobersFlight Safety, we take a closer look at these developments.
For more information
u
The Australian Parachute Federation (APF) website.
e s t e organsat on w c contros s y vng
and parachuting at nearly all the civilian operations in
Australia.
www.saspc.asn.au South Australian Spor t Parachute Club
www.daleelliott.com ales website
www.scia.org.a pinal Cord In uries Australia
www.paraquad.org.au araplegic & Quadriplegic Association of NSW
Hejustsays, ThisisthecardIvebeendealt,andmakesthemostofit.
Photo:CurtisMorton
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Following the above article
which ran in the last issue of
Flight Safety, several readers,
members of the Airtourer
Co-operative Ltd, expressed
concern as to the manner
in which the Victa Airtourer
was represented. Their level
of expertise in this area is
undoubted.
However, t is artic e was esigne to increase
genera awareness in t e aviation community
about fatigue of airframe structures, especially
with respect to aerobatic (those which
experience increased Ghigh G manoeuvring)
aircra t. T e ac o recor eeping was
identified as a major concern in a recent
audit of an operator, sparking the subject
article in Flight Safety Australia as a follow-
up action to provide information to otheroperators. The article was deidentified to
protect the privacy of those concerned.
The article was intended to be general
n nature an provi e in ormation an
examples of aircraft types with life limitations.
Both constraints on space in the magazine
an re uctance to pu is ata t at may
e seen as an a ternate to re erring to t e
controlled version (source document) of the
limitation were reasons the article does not
contain in-depth specifics on any particular type.
T e artic e re ers t e rea er instea to t e AMM, TCDS or any app ica e
airworthiness directives for details on their types specific limitations.
The details of the Airtourers specific fatigue sites were not spelled out,
but components of the wing and tailplane structure are affected (pleaserefer to AD/VAT/41 Amendment 1 for details). Comments made
pertained to the wing structure, and not wing failure per se.
T e message was to o your omewor on t e type you are inten ing
to purchase. The airworthiness of this type may well be updated in the
future, given feedback from industry through the SDR system, accidents
or etter now e ge o atigue sites. A t oug t ere was consi era e
research done in preparation of this article, it does not pretend to be all
you need to know about any aircraft type. A full and complete statement
on Airtourer atigue was not t e mission ere.
One writer referred to the Airtourer SDRs coincidentally appearing in
the same issue, describing them as normal maintenance jobs. The
whole point of the SDR system is to alert other operators to areas they
s ou consi er in norma maintenance. Moreover, it is t e registere
operator who is responsible for the maintenance of an aircraft, and for
the keeping of its records. The LAMEs who do the maintenance have
t eir own responsi i ities, ut managing t e maintenance an recor
keeping for someone elses aircraft are not part of them.
The illustration of the dramatised wing failure was an artists
impression, and as such, obviously does not purport to represent a real
occurrence. It did serve to attract attention and provides interest in
the magazine article. The graphic designer used an actual photograph
of another Airtourer on the following page, and believing that the
orientation suited the layout better, reversed this photograph. Giventhe pressure of meeting tight deadlines, unfortunately this error was
not picked up until after the magazine had gone to print.
i hGa oeuvrin
Theillustrationofthedramatisedwing
failurewasanartistsimpression,andas
such,doesnotpurporttorepresenta
realoccurrence.
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There is also the potential or terfacial bondsin
etween components to ai t e a esivedegrades over time. Many composite airframes
in sma er sport an ig t GA ai cra t use on e
joints. A structure which cont s bonded joints
presents some potentia on -term structurag
durability issues.
Repair o an entire y on e structure is a so
challengingyou cant just unbolt a damaged
pane . T e amage area usua y as to e
cut away and replaced, potentially inducing
secondary delamination. Also, determining the
extent o t e amage in composites requiresa competent person, usually trained in non-
estructive testing (NDT), to assess t e amage.
This is not the case in a metal structure where
t e extent o t e amage is usua y apparent to
anyone, even those without NDT training.
Fatigue is not an issue in a -composite aircra t,
and material strains are low, but in-service skin
repairs, residual strength with hidden damage,
and lightning protection are concerns. Additionally,
there are some regulatory and industry capability
issues which should be considered.
Composite materials are not the new technology they once were.
Many basic sandwich/honeycomb panel composites have been in useon civilian aircraft for decades and on military aircraft for even longer.
A common perception of the layperson, and even some in the industry,
is that composite materials do not age, or age at a much slower rate
than the equivalent metal structure. While it is true that fibre laminate
structures are ess suscepti e to atigue t an t eir meta counterparts,
composites have their unique ageing problems.
AN AGEING ALL-COMPOSITE AIRCRAFT?
While many would think all-composite aircraft are immune to
ageing, some issues are eginning to emerge. T ese inc u e, ut are
not limited to:
hidden damage (delamination and disbond);
environmental susceptibility (i.e. trapped moisture freezing and
causing delamination); as well as
UV- and adhesive degradation. Many adhesives were not tested
for long-term durability in service. Many were tested only for
static and peel strength when newly applied, so there are many
nknowns here.
Cracking of filler materials, normally non-structural and in many
cases aesthetic in nature, but in some cases indicating a more
serious structural problem underneath.
Richard Castles, one of CASAs senior airworthiness engineers, with a
special interest in composite materials, looks at ageing and composites.
Maintaining
ageingcomposite-materialaircraft
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...withacompositestructure,evenasevereimpactmayleavenodiscerniblemarksontheoutsideofthestructure.
COMPOSITE NDT CAPABILITY
The capability of industry NDT practitioners to detect and assess damage to advanced
car on re composite structure is emerging as an area w ic nee s to e a resse .
Are there any training or knowledge gaps? Are all industry NDT practitioners up-to-
speed with advanced composite structural inspection, so that they can competentlyetect i en amage to primary an secon ary structures?
New structural technologies employed in modern aircraft include carbon fibre
wrapped or laminated structure with carbon fibre stiffeners; monolithic 3D
composite structures; and extensive structure in which hidden disbonding or
delamination may not be immediately apparent. New equipment and inspection
tec niques wi e require to inspect t is type o a vance structure. Are t ere
any training requirements which need to be identified? Do local and international
regulatory NDT qualification standards reflect the level of expertise required to
inspect primary composite structures?
INDUSTRY REPAIR CAPABILITY
Some maintenance organisations in Australia possess very limited
capa i ity to un erta e a vance repairs o composite primary structure.
Current capability is generally confined to standard structural repair
manual (SRM)-based repairs on primarily secondary structure, and
imite to a uminium Nomex one com pa e on e
and laminate structures.
Modern composite aircraft contain a significant po tion of mono thi i
carbon/resin composite structure with integral stiffening, which will
make repairs more complex. Heat control during curing will require
a vance equipment, not just t e tra itiona ayup an eatblanket approach. Major repairs will require advanced autoclave
capability, or advanced in-situ heat blanket repairs.
GROUND HANDLING DAMAGE
The characteristics of the structure of modern composite aircraft
are so different that it is not simply the maintenance technicians
an engineers w o may nee specia ist training. Wit a
conventional metal structure, any collision between the aircraft
and ground support equipment is immediately apparent - there
wi e ings, ents, gouges, scratc es, etc.
You can assess the severity of such damage, often simply by
looking at it. However, with a composite structure, even a
severe impact may leave no discernible marks on the outside
of the structure. But it may be a different story insidewith
consi era e structura amage: e amination, is on s,
broken fibres, rovings and so on. Research has examined
the effects of high energy/blunt impact damage scen rios,
suc as t ose invo ving groun support equipment.
Continued on page 41...
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SELECTED SERVICE DIFFICULTY REPORTS
1 April 2009 31 May 2009
AIRCRAFT ABOVE 5700KG
Airbus A320232 Horizontal stabiliser FOD.
Ref 510008448RH horizontal stabiliser FOD. A small 7/32in by 1/4in ringspanner was found protruding from the inboard end of thestabiliser forward of the elevator. Spanner was visible fromthe ground. Suspect spanner was left behind following lastmaintenance. Investigation continuing.
Airbus A320232 MLG lockstay actuator hose swivelfitting ruptured. Ref 510008410LH main landing gear lockstay actuator hydraulic hoseswivel fitting cracked/ruptured. Loss of green systemhydraulic fluid.P/No: 201655144. TSN: 12,116 hours/7,124 cycles.
Airbus A320232 Pilots window cracked.Ref 510008409LH aft cockpit window cracked beyond limits. Window
heat computer PNo 416-00318-003 also replaced as a
precaution.P/No: NP1653133. TSN: 11,317 hours/7,596 cycles.
Airbus A330201 Cabin jet fuel smell. Ref 510008428Strong smell of jet fuel in cabin following engine start.Investigation and ground runs could find no evidence offumes. Suspect air conditioning pack ingested exhaustfumes during engine start.
Airbus A330202 HF system unserviceable.Ref 510008189No1 HF system inoperable.
Airbus A330303 Landing gear wheel brakedragging. Ref 510008179No5 wheel brake assembly dragging. Investigation foundpart of brake stator missing.P/No: 215782.
Airbus A330303 Water cooling units overheated.Ref 510008231Water cooling units inside toilet stowage overheated.Investigation found dust build-up over time caused cloggingof the cooling fins.
Airbus A380842 Engine cowl latch access panelmissing. Ref 510008362No2 engine cowl latch access panel partially missing.Approximately 508mm (20in) of the forward end of thepanel was missing with the rest of the panel delaminated.
Investigation continuing.P/No: L5412335000600.
Airbus A380842 Rack receptacle socket and printedcircuit card overheat damage. Ref 510008477Socket 11 of rack receptacle 3223XZ and associated printed
circuit card 3020XZ damaged due to overheating. Hole burntin rack buss bar cover. Associated wire 2473-1037-DR10-Wand terminal also heat damaged. Investigation continuing.P/No: 11532986.
BAC 146100 Engine pylon attachment bracketcracked. Ref 510008323No1 engine pylon attachment bracket cracked betweenthree fasteners at upper attachment flange attachingbracket to lower wing skin at forward spar.
P/No: HC571H0288000. TSN: 40,340 hours/25,852 cycles.
BAC 146300 Fuel boost pump wire chafed.Ref 510008479LH inner fuel boost pump wire 056C chafed and shortcircuiting to ground. Wire located between LH rear wingfuselage fairing disconnect and fuel pump connector 2QG5P.P/No: 056C. (1 similar occurrence)
BAG JETSTM4101 Flap cable rod end failed.Ref 510008449Flap system teleflex cable rod end failed due tosuspected binding at clevis pin attachment to flapposition transducer.P/No: 745284.
Boeing 717200 PSEU faulty. Ref 510008215Proximity Sense Electronic Unit (PSEU) faulty. PSEUwas on first flight since fitment the previous night.P/No: 893602. (1 similar occurrence)
Boeing 737376 EGT indicator unserviceable.Ref 510008296No2 engine EGT indicator failed.P/No: WL202EED6. TSN: 4,898 hours. TSO: 4,898hours. (4 similar occurrences)
Boeing 737376 Fuselage stringers cracked.Ref 510008227Fuselage stringers cracked in the following areas:- 1.BS870 Stringer 23R - crack length 38.1mm (1.5in) 2.BS880 str inger 24R - crack length 38.1mm (1.5in) 3BS903 stringer 25R - crack length 33.78mm (1.33in)Investigation continuing.(4 similar occurrences)
Boeing 7373YO Nacelle strut mid-spar fuse pincorroded. Ref 510008208LH nacelle strut mid-spar outboard fuse pin corrodedon inner surface of the head and in the head radius.Found during inspection iaw AD/B737/344 (FAA AD2008-21-03 and Boeing SB 737-54-1044).P/No: 311A10922.
Boeing 737476 Aileron tab assembly loose.Ref 510008438LH aileron tab assembly had excessive free play. Foundduring inspection iaw EI 734-27-85R1.
Boeing 737476 Autopilot computer faulty.Ref 510008458Autopilot computer faulty.P/No: 4051600923. TSN: 52,352 hours. TSO: 22,944
hours. (1 similar occurrence)Boeing 737476 Cabin altitude warning switchunserviceable. Ref 510008354Cabin altitude warning switch failed to operate.P/No: 214C502.
Boeing 737476 Copilots window jammed.Ref 510008349First Officers No2 window (emergency exit) externalrelease handle cam would not release the latch.Investigation found that pin assembly PNo 66-19355-1located in the internal handle had backed out to a pointthat the release cam would not function.P/No: 5717623096. (1 simil
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