Ben Longden

Agreed... working out how longer he can stay in the sky is paramount- and based on that, he can be helped to the nearest landing area, preferably with fuel. Ben

Coroners inquest; Benalla crash http://www.theage.com.au/national/faulty-gps-led-to-plane-crash-20080804-3prc.html?page=-1

http://media.smh.com.au/?category=Breaking%20News&rid=40163 A US military twin makes an emergency landing due to noewheel failure. Text book stuff. Ben

I have attached the following story from the Parkes Champion Post simply to highlight how hard it can be to see power lines. I have highlighted the relevant text. The coroners suggestion for power companies is also to be noted. Ben Helicopter deaths caused by ‘rogue’ power line: inquest 4/08/2008 9:23:00 AM Three people, including two Parkes Shire workers, were killed when their helicopter struck what was described in evidence as a ‘rogue’ overhead power line, an inquest into their deaths found in Forbes on Friday. The inquest, before Deputy State Coroner, Magistrate Carl Milovanovich, heard evidence during the past two weeks. Mr Milovanovich handed down the formal verdict on Friday morning and found that the pilot, Shane Haldane Thrupp (of South West Helicopters), and Parkes shire employees, Ian Phillip Stephenson and Malcolm John Buerckner died on 2 February, 2006, adjacent to the Parkes/Orange Road approximately 20 kms south of Parkes from multiple injuries when the aircraft Mr Thrupp was piloting collided with an overhead power cable and then impacted with the ground. As a result of the evidence, Mr Milovanovich made several recommendations which will go to the Federal Minister For Aviation and the Civil Aviation and Safety Authority (CASA). Among them was the need to urgently identify power lines with appropriate markers. ‘In so far as the subject wire which crosses the Parkes/Orange Road and which has a span of some 1200 metres, this wire has been described by experienced pilots as one of the worst and most hazardous wires they have seen,’ the magistrate said in his summing up. ‘I can confirm from the most enlightening flight with the police Aviation Support branch that even when hovering some 20 metres away from the subject power lines and with them directly in front of the aircraft, they were almost impossible to see against the blue sky and surrounding terrain. ‘Whatever the cost, these wires, described by some as rogue wires, must be identified with an appropriate marker or markers as a matter or urgency.’ Mr Milovanovich also highlighted the lack of a ‘paper trail’ in the dealings before the fatal accident. ‘The evidence indicates that the contractual arrangement between Parkes Shire Council and South West Helicopters was all conducted orally. ‘The lack of a paper trail is unsatisfactory.’ Immediately after the finding, the wife of one of the victims, Debbie Buerckner said she was relieved the matter had finally came to a close. ‘I only hope something comes out of it all, and that these recommendations are followed through. I will certainly be watching to see what eventuates.’ The evidence during the two weeks heard that on 2 February, 2006, a Bell Helicopter 206B Jet Ranger piloted by Shane Thrupp struck a power line at a location known as “the Dungeonsâ€, approximately 20kms from Parkes at a height of about 130 feet directly above the Orange/Parkes Road. As a result of the wire strike and subsequent impact with the ground Mr Thrupp and two passengers, Mr Buerckner and Mr Stephenson received fatal injuries. The inquest heard Mr Thrupp was appropriately qualified to conduct aerial work and had about 2210 hours total flight experience in helicopters and some 1100 hours experience in low level agricultural applications. The only eye witness to the accident was Mr Russell Schmidt, who first observed the aircraft while driving his vehicle along the Parkes/Orange Road. He told the court he observed the aircraft strike the power lines and he believed the wire had impacted with the aircraft in the area above the cockpit and just below the rotor blades. ‘We know that the point of impact with the wires was approximately 120 feet above the road surface and that the ATSB investigation determined that the speed of the aircraft was approximately 61 knots at the time of impact and that the aircraft impacted with the ground approximately 88 meters north of the point of impact with the wire,’ Mr Milovanovich found. ‘It is known that shortly after impact the aircraft exploded and was consumed by a fire in which the escaping aviation fuel acted as an accelerant. ‘The ATSM with the aid of an eye witness account and from the examination of the wreckage was of the view that the aircraft was operational at the time of impact and there was no evidence to support a loss of power or altitude due to any mechanical failure. ‘All three occupants of the aircraft died as a result of impact injuries and I note the comments of the Forensic Pathologist, Matthew Orde that in his opinion the subsequent fire and explosion did not contribute to death,’ the magistrate said. ‘The power line with which the helicopter impacted was erected around 1951, the court heard. The power lines are supported by two poles approximately 7.5 metres apart and located 1,260 metres apart in a generally east west direction crossing the Parkes/Orange Road at 90 degrees. ‘What is abundantly clear from the evidence is that any aerial operation has inherent risks and those risks are compounded when low level operations are undertaken, Mr Milovanovich said. Statistics provided from the National Coronial Information System (NCIS) indicates (subject to the accuracy of the date) that 32 fatalities have occurred between 2002 and 2006 as a result of aircraft striking wires. ‘What has emerged is the importance of having well established planning systems and the generation of documents as part of the contractual relationship that defines the nature of the operation, the planned flight paths and the altitude at which operations will take place. ‘The evidence in regard to the Parkes incident indicates that the contractual arrangement between Parkes Shire Council and South West Helicopters was all conducted orally. ‘The lack of a paper trail is unsatisfactory for two reasons, firstly an appropriate check list and a documented contractual agreement should have specified the expectations of the customer (Parkes Shire Council) and the agreement should have not only addressed issues of appropriate certifications to undertake the operation, but also set out the intended flight path, level of flight etc. Secondly, such documentation should have been oversighted by both the customer (Parkes Shire Council) and the Chief Pilot in accordance with South West Helicopters Operations Manual. ‘The independent oversighting of the planned operation may have identified possible hazards, an essential element from the perspective of the aircraft operator in terms of ensuring that the operation is within the company’s certification and that the aircraft to be used was appropriate for the intended task. ‘From the customers (Parkes Shire Council) perspective, documented contractual obligations and a check list of issues in terms of risk assessment and occupation health and safety would provide an appropriate paper trial in the event of injury or death following an operational incident.’ Mr Milovanovich found the wires that were struck by the helicopter did not have any markers attached to them that may have made them more visible to either the pilot or any crew member or observer. ‘Notwithstanding the economic and logistical constraints the number of wire strike incidents and fatalities in the past ten years would suggest that power supply companies need to come to terms in regard to their obligation to provide information and early warning as to possible hazards. ‘The amount of air traffic, including the increasing popularity of ultra light aircraft is likely to increase the frequency of wire strikes unless there is a unified approach by all stakeholders in reducing the risk. ‘In so far as the subject wire which crosses the Parkes/Orange Road and which has a span of some 1200 metres, this wire has been described by experienced pilots as one of the worst and most hazardous wires they have seen. ‘I can confirm from the most enlightening flight with the police Aviation Support branch that even when hovering some 20 metres away from the subject power lines and with them directly in front of the aircraft they were almost impossible to see against the blue sky and surrounding terrain. ‘Whatever the cost, these wires, described by some as rogue wires, must be identified with an appropriate marker or markers as a matter or urgency.’

Slarti, Bugger to hear of the prang, but at least your training came to the fore and you were able to walk away from the incident. The ONLY worry about the thing is the cops... "treat it like a car accident.." Did they put you 'on the bag'? ;) Ben

Certainly an 'interesting' few minutes for this pilot. I dips me lid to him for asking for help. Thats the mark of a good pilot. Ben

I'm not a pillar either... some folks think a pill is more likley.... ;) So there was a 10 minute requirement... well, my understanding of this guys predicament was that he was now in a no comms flight due to the unplanned departure of the hatch. He was simply not able to radio Camden.. and did what any sane pilot would do in an emergency with a structure and comms failure - aviate, navigate and try to get the thing on the ground safely. I would hazard a guess that the cast and crew would have been advised that the strip could be used by aircraft in an emergency. Besides, it would make for an interesting 'sidebar' for the show... ;) Merv, I agree with the comment made. it would be an operational REQUIREMENT for you to use that runway. For them to deny you that means they are forcing you into an unsafe situation. Perhaps they would like to explain to CASA why they refused you permission? Ben

A quick check of astronomical tables will give you rise and set times, but the one to look for is called "civil twilight'. (If its cloudy, does that mean its uncivil?) Ben

Well, it was an emergency landing, and they are allowed under these situations... the Dutton Rally closes the Shepp airport, but there is a caveat that the Air Ambos and emergency landings are the exception. My guess is this would be the same. Congrats to the pilot concerned for getting his ship down safely, even if the seat cover had to be changed. Ben

Mmmmm... just shoot the pic in colour, then use Photoshop to change it to black and white. Simple. Better still, if it was a video camera then the dilema would be to go with the natural sound of people applauding, or slip in some fake sound - you know, rushing water and all that. Ben

The best pilots are the ones who admit to the fact they buggered up, and learn from that. There have been a few interesting things happen nearby, such as 300ft circuits in a PA28 in and out of cloud, and a run a way Jab on startup. My gut feeling is simple overconfidence, and lack of currency. With the reporting side of things, why not approach the CASA safety advisors in your state, have a chat with them to give them the heads up without going down the terror track of a formal report. That way, they can step in without being heavy handed and shut the stable door BEFORE the horse bolts. Ben

Yes, Awfully ungentlemanly. I think the poms of Elizabethan England had the right idea.. prisoners heads on sticks outside the tower of London. While that may seem over the top, as you know I have been lazed while driving a car, and I really truly feel that jail time is warranted. Its like the ferals who throw rocks onto cars from overpass bridges using the excuse ... "aawwww it was only a bit of fun". Now the legislation has been changed for these 'fun seekers' and they face jail. Ben

Thats brilliant! It was one of the highlights of Top Gear, when The Hamster did his Formula 1 story.. Ben

Airsick's right. It was a typo... I goofed. This is the relevant bit from the CD; Ben

Nuffin there.... Ben

Just call me Billy Joe Hornblower.... Ben

Your instructor should have covered this with you.... But its 500ft AGL over non built up areas, and 1500 for a built up area. As far as I know, CASA's VFG applies to every pilot, and its all in there on page 30 The other biggie is the circuit. Make sure you fly by the rules and you will reduce the possibility of conflict. (p239) HTH Ben *This is from the current VFG*

Noooo... the stills cameras were inside. I was busy loading the video camera in the car.. but I could see the dirt on the underside... VH-FBF... Ben

I'm with Neil. Pip Boorman is one of a rare breed of men; When he speaks, only a fool ignores him. The reason Pip has been flying so long, and getting paid to entertain people is because of his attitude towards safety. For him there is no grey area... its safe or unsafe. When he pre-flights his Edge 540, he is looking for any issue with the aircraft that would make his wife a widow. Ben

love it!! Ben

I was polishing the car this morning and I heard the sound of a Lycoming approaching, so I stuck my head out of the garage, and there was a PA28 doing some really bloody low level circuits. I would estimate 300ft AGL, max. I did what any sane newsman would do.. switch on the scanner, load the camera in the car and wait for the crash. Then again, about lunchtime, more bloody low level and reaaly tight circuits.. so tight the crosswind leg became the downwind leg all in the one tight circle. At least the landing light was on, this time around. I just thought to myself the guy was an accident looking for somewhere to happen.. and I turned the volume up on the scanner.. and kept polishing.. Ben

Pip Boorman, aerobatic pilot par excellence made an astonishing comment the other night as guest speaker at the Shepp Aero Club Wings Night. "when I preflight, I am looking for any reason NOT to fly" he said. Nuff said. Ben

In late Sept 1994 there was one lost en route to Lord Howe. It was being run by a Lord Howe based charter firm under the guise of RPT. Anyway, my then missus and I were called by the company to see if they could bump our flights - to THAT one. We could'nt, as we were 400km from Mascot, and about to tie the knot that afternoon. So there is ONE good thing to have come out of that (failed) marriage, I guess.. :confused: Ben

A couple of years ago a surgeoun was doing a breast reconstruction and was checking out the sizes of a carton of these (yes.. they come in all different sizes).. I made the eBay comment... and he looked at me and broke into laughter, saying "Now, theres a thought.." Ben

Chris, No need to change the moniker... Aviation techie stuff is your speciality, after all. Enjoy the tranquilty of FNQ while Canberra ices over.. and see you soon. Ben