AVwebFlash Complete Issue: Volume 18, Number 38a

September 17, 2012

By The AVweb Editorial Staff
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Finding Fault in 2009 Pacific Ditching back to top 

ATSB's Norfolk Island Ditching Report To Get Scrutiny

The Australian captain of a Westwind jet that ditched off the coast of Norfolk Island in 2009 is challenging the Australian Transport Safety Bureau's conclusion that the flight crew's poor planning was the sole cause of the accident. Dominic James, who then worked for Pel-Air, told AVweb in an interview on Saturday that the ATSB's investigation will undergo its own probe before the Australian Senate in early October. Specifically, James said, the ATSB's investigation ignored numerous details that impinged on the information and guidance that he and First Officer Zoe Cupit had available for the flight on Nov. 18, 2009. The Westwind crew was on a medical evacuation mission from Apia, Samoa to Melbourne, a distance of about 2,800 miles, almost all of it over water at night. To make the distance, the flight had a planned fuel stop at Norfolk Island, a remote island 800 miles off the coast of eastern Australia.

Although the flight departed with a forecast for good weather at Norfolk Island, the forecast proved erroneous and the Westwind arrived to find low ceilings, poor visibility and rain. Norfolk Island had only a non-precision approach at the time, but the overcast was lower than the approach's minimum descent altitude. The aircraft had sufficient fuel for three approach attempts and an abbreviated fourth try before James elected to ditch the airplane near the island. Despite moderate seas and poor visibility, all six people evacuated from the aircraft and survived. In its accident report released last month (PDF), the ATSB faulted the crew for not planning the flight in accordance with Australian regulations and Pel-Air operating requirements and said that it failed to aggressively update weather forecasts and reports as the flight progressed toward Norfolk. The ATSB was also critical of the crew for failing to divert to Noumea, in New Caledonia, while it had the fuel to do.

But James is challenging the report on a number of critical issues. He said the ATSB refused to review with the flight crew how it arrived at its fuel reserves calculations, despite being repeatedly asked. James contends that ATSB's calculations are incorrect and that he planned the flight according to regulations and guidance given him. Further, while passing Fiji, a second divert airport for the flight, the crew was given an incorrect METAR for Norfolk, which understated weather conditions. A subsequent correction, delivered near sunset with garbled HF conditions, was unintelligible to the crew, according to James.

Although regulations allowed the flight to depart without a named alternate, the ATSB claimed that James planned only enough fuel to complete the flight normally, not allowing enough for a potential depressurization event that would have forced it to a lower, less fuel-efficient altitude. The aircraft departed Apia with full main tanks, but empty tip tanks. James told us that with the tips full, the Westwind wouldn't have been able to climb high enough, soon enough, to realize enough economy to make the additional fuel worth carrying. James also told us the Westwind was not RVSM equipped, even though it was flying in RVSM airspace, a point CASA never enforced with Pel-Air. Normally, that would mean an altitude no higher than FL280, where fuel consumption would be too high to fly the distances required. James said controllers would look the other way if non-RVSM aircraft could get to FL390, which James said the Westwind could do at lighter weights. In any case, he said, Noumea wouldn't have been an option even with the tip tanks filled because it was 90 degrees to course and too far from Norfolk.

James said the ATSB report pointedly ignores an internal CASA investigation that reveled significant criticism of Pel-Air's operating methods, one of which was an outdated crew rest rule that allowed duty days as long as 24 hours. The CASA report isn't mentioned in the ATSB report and was never released to the public. In this program on Australia's 4Corners broadcast, reporter Jeff Thompson revealed some of the details.

The ATSB report also ignored complaints about poor weather forecasting and METAR dissemination for Norfolk. Moreover, the Norfolk Unicom operator was equipped with an HF radio, but not allowed to use it because of lack of training and licensing.

Survival aspects of the accident that ATSB overlooked, said James, include training that called for placing the life raft, unsecured, near the door. James said this meant that it was immediately lost during impact. Once in the water, the survivors found that life vests rode up and blocked their ears from hearing commands and encouragement and that the lanyards for the vest whistles were too short, requiring survivors to use the whistles on the vests of others. The whistles were the same shape as the manual inflators on the vests, resulting in unintentional deflations in the water.

James told us he's not trying to alter the report's conclusion, but merely add factual data that will show the accident was the result of a chain of events that included Pel-Air's poor policies and CASA's lack of effective oversight.

"I'm not going to go on record and say I'm not without fault and that I couldn't have done better," James told us. "But I totally reject the thrust of the report that makes this wholly the fault of the crew. That's nuts to me."

Related Content:

AVweb Insider Blog: Norfolk Island Ditching -- More Questions than Answers

Dom James, the pilot of that Westwind that ditched off Norfolk Island in 2009, is challenging the findings of the the ATSB's report on the accident. After reading the report, it's easy to see why, says Paul Bertorelli on the AVweb Insider blog.

Read more and join the conversation.

Pilot Workshops || Three Things You Should Never Say to ATC || Click 
Here to Find Out
Three Things You Should Never Say to ATC
Listen as two ATC pros share tips on better communication with ATC. Avoid these common mistakes and make your interactions more efficient and accurate. This is a sample from Pilot Workshops' Tip of the Week. Click here for this quick tip.
Accident Reports back to top 

Jump Plane Rolled Inverted Before Fatal Crash

A dozen skydivers aboard a Beech 18 jumped for their lives as the aircraft suddenly rolled inverted and ultimately crashed in a residential area of Taylorville, Ill., on Aug. 10, killing the pilot. As we reported on the day of the crash, pilot Brandon Sparrow, 30, of Augusta, Ill., was unable to get the big twin under control and it crashed in the back yard of a home. There were no injuries on the ground or among the skydivers, who told the NTSB they heard the stall horn sound as they prepared to exit the aircraft at 11,000 feet.

The jumpers told the board the aircraft began to roll and one of them gave the "go, go, go" command and all managed to get out. The last ones out said the airplane was at least partly inverted as they jumped. Witnesses on the ground told the board the aircraft descended inverted and seemed to briefly recover before entering a vertical dive and plunging into the yard of a home that was occupied at the time. The neighborhood was evacuated because of the strong smell of gasoline but there was no fire. Several of the jumpers had helmet-mounted cameras and the video is being analyzed by the NTSB.

Landing Cherokee Hits Row Of Parked Planes

Insurance adjusters were busy over the weekend at French Valley Airport in Murrieta, Calif., after a Piper Cherokee crashed into a row of parked aircraft Friday. The pilot of the Cherokee 180 was uninjured but the female passenger in a taxiing airplane that was struck suffered minor injuries in the accident. Up to eight parked aircraft were damaged and from the photos appearing in local newspapers at least some of them appear to be write-offs. "I got a phone call that said, 'You better start shopping for a new airplane because yours is in two pieces,'" Cessna 180 owner Roy Haggard told The Californian.

Riverside County Sheriff Sgt. Dean Spivacke told the newspaper the Cherokee was landing when it was hit by a strong crosswind gust. "It was quite breezy today, and he caught a crosswind that threw him off course," Spivacke said. The pilot declined to speak with reporters. Witnesses in an airport restaurant told the paper the Cherokee hit the taxiing 172 first and stopped when it split Haggard's 180 in two. The NTSB and FAA are investigating.

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Aviation Safety back to top 

NTSB Wants 747-8 Engines Inspected

The NTSB has issued an urgent safety recommendation letter urging the FAA to "act immediately" to order the inspection of 47 new General Electric GEnx-2B engines in service on Boeing 747-8 aircraft because it's afraid of a potential multiple engine failure on the brand-new aircraft. The board issued the letter after an engine failure on a 747-8F during takeoff roll in Shanghai last week. Preliminary information suggests the cause is cracking similar to that found in two GEnx-1B engines used in Boeing 787 aircraft. The 2B model of the engine used in the 747-8 is a little longer but the suspect components are the same. In one of the cases involving the 787 model engine, a fan midshaft crack destroyed a 787 engine on its first ground run at Boeing's factory in Charleston, S.C. Another crack was found in a 787 engine that had only ever been test run. All the 787 engines have been inspected but those on 11 in-service 747 freighters and the remaining three on the Shanghai aircraft have not.

In the Shanghai incident, the Russian Air Bridge Cargo aircraft's number-one engine lost power as the plane accelerated through 50 knots on its takeoff roll. The pilot rejected the takeoff and returned to the ramp. An inspection revealed damage similar to that of the 787 engines. The Shanghai engine had about 1,200 hours on it. Metallurgical tests have determined the cracks on the 787 engines are not fatigue related but are "typical of environmentally assisted cracking," which can occur at low stress levels and is related to corrosion from operation in a moist environment.

FAA Seeks Pilot On Suicide Concerns

The FAA and local authorities were still searching Friday for Michael Sills, a 63-year-old pilot from central Florida, who detectives say may have departed Orlando-Apopka Airport, Tuesday, with suicidal intent. Prior to his disappearance, investigators say Sills had threatened to crash his aircraft, a Piper PA-28-181, into the home of his ex-girlfriend, or another building. Sills' car was found, Tuesday, parked at his home airport, but his Piper Archer was gone. Sill's ex-girlfriend told authorities the last text messages she'd received from Sills came on Tuesday and said, "In plane." And "Calling police is to [sic] late." 

Reports state that when found, the exhaust system of Sills' car appeared to be rigged for a suicide attempt. There was also blood inside the car, clickorlando.com reported. A witness also reportedly told investigators that the plane had departed the airport earlier, Tuesday night. Officials at the FAA are considering the possibility that the aircraft may already be down in a remote location. Information collected by tracking Sills' phone placed its last known location in the Zelllwood area of Orange County, Fla. Zellwood is within a few miles of Orlando-Apopka Airport, Sill's presumed point of departure. There are several lakes nearby.

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Shaping Tomorrow back to top 

Avgas Coalition Praises FAA Action

The FAA, responding to the concerns of the General Aviation Avgas Coalition, has announced formation of a new office that will be responsible for providing technical information and guidance related to developments in aviation fuels, including unleaded options. Per the FAA, its new Fuel Program Office will provide "technical expertise and strategic direction in the planning, management, and coordination of activities related to aviation fuels." The Coalition sees formation of the office as an "important step" in creating an "unleaded avgas transition program" that will be able to evaluate fuels and generate data that could form commercial fuel specifications and guide certification efforts. The FAA already has some steps in place.

The FAA has hired a consultant to establish a Piston Aviation Fuel Initiative steering group while working in cooperation with industry interests. The Avgas coalition members believe the FAA's involvement is critical to enabling a transition without degrading consumer confidence and with the smallest impact on the existing fleet. The coalition issued a statement saying that the new Fuels Program Office "will ensure an efficient use of both government and industry resources and will provide a more comprehensive pathway and timeline to an unleaded fuel." The coalition is composed of members of the general aviation industry that include AOPA, EAA, GAMA, NATA and NBAA.

USAF, Johns Hopkins, And The Better Airplane

The Air Force is creating a new research center led by a team of engineers from Johns Hopkins University to expedite development of a new generation of lightweight, durable materials for use in aircraft and powerplants. The Center of Excellence on Integrated Material Modeling (CEIMM) is supported by a $3 million U.S. Air Force award, to be distributed over three years. It will apply "novel computational and experimental methods to support the next generation of military aircraft." The initiative seeks to apply new techniques that will help shrink the timeline of product development, from proof of concept to implementation.

Earlier this year, Johns Hopkins opened the Hopkins Extreme Materials Institute (HEMI), which focuses on understanding how materials and systems behave under extreme conditions. CEIMM will operate within HEMI, collecting "the nation's leading academic, industry ad military leaders to begin paving the way toward a 21st century generation of materials." Researchers at CEIMM will focus on how different materials respond to different loads at different temperatures like those that lead to failure in conventional aircraft engines. In practice, they will seek to create lighter materials with higher thermal stabilities and more robust mechanical durability across higher loads and temperatures.

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Searching for Yesterday back to top 

Giant German Luftwaffe Aircraft Wreck Found?

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Italian researchers claim (with video) to have found wreckage off the Sardinian coast of a huge Messerschmitt-323 Gigant (Giant), of which some 200 examples were built -- none of which were thought to have survived the war. The Me-323 spanned 180 feet, was driven by six wing-mounted piston engines, weighed 45 tons, could carry 120 fully equipped men and was thought to exist in the modern world only through history books. The wreckage is submerged below 200 feet of seawater and divers have reported to the Telegraph.uk that "it is in good condition -- it is almost intact, with the six engines still all in line." Considering the aircraft's time on location and how this particular aircraft was lost, that report might surprise some people. The video allows you to form your own opinion.

The 323 was built to transport halt-tracks, tanks and artillery. It was built from a mix of tube and fabric with plywood and fabric wings. It often flew with a crew of five with two flight engineers manning stations between the two inboard engines on each wing. Some variants had turrets in the wings. The aircraft was considered to be underpowered, cruised at about 175 mph, and offered a range of roughly 700 miles. It was loaded through double doors that formed the airplane's nose. Production ceased in April 1944. The Italian-found sample is thought to have been shot down by a Bristol Beaufighter while en route from a German base in Sardinia to Pistoia, Tuscany. The team that found the wreck said they had expected the aircraft to be in a different location and "were lucky to stumble on it."

'The Aviators' Season 3 || The Biggest Aviation Show on the Planet - Now on PBS, 
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Watch The Aviators on PBS, iTunes, Amazon, and Hulu.
The Top Reporter on Our Crack Staff ... Is You! back to top 

Survey: Do You Fly a Diamond DA40?

If so, Aviation Consumer would like to hear from you. For the magazine's next issue, the Used Aircraft Guide will focus on Diamond's popular four-place step-up airplane. We would like to hear about what it's like to fly the DA40 and how much it costs to operate and own -- including insurance. If you have any digital photos you'd like to share, send them along, too.

Contact consumereditor@hotmail.com to comment.

The results will appear in a future issue of Aviation Consumer. For subscription information, click here.

AVweb's Newstips Address ...

Our best stories start with you. If you've heard something 255,000 pilots might want to know about, tell us. Submit news tips via email to newstips@avweb.com. You're a part of our team ... often, the best part.

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What Have You Missed on AVwebcom? back to top 

Forty-Seven Years In Aviation: A Memoir; Chapter 17: The C-123K, Two Retirements And A New Career

For his final years with the Air Force, Dick Taylor flew a Fairchild C-123, an aircraft whose parentage included both glider and jet versions. After retiring from the Air Force and then later from Ohio State, Dick began yet another career, consulting for aviation-accident cases.

Click here to read the 17th and final chapter.

AVweb Insider Blog: Crashworthiness and Moral Responsibility

If manufacturers have a moral obligation to build in crashworthiness, are journalists equally obligated to opine when they fall short? In a mea culpa posted to the AVweb Insider blog, Paul Bertorelli says the answer is yes. But you read the blog and tell us what you think.

Read more and join the conversation.

AVweb Insider Blog: Time Flies

In her latest post to the AVweb Insider blog, editor Mary Grady polishes off her crystal ball for a quick look into the future — and then packs it away to make room for the real thing.

Read more and join the conversation.

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Your Favorite FBOs back to top 

FBO of the Week: Twin County Airport (KHLX, Hillsville, VA)

Nominate an FBO | Rules | Tips | Questions | Winning FBOs

Lots of happy pilots in the skies this week. Nominations for an AVweb "FBO of the Week" ribbon soared over the last ten days or so, and picking a stand-out this week was tough. (We cheated and saved a couple of facilities for future installments.)

Amid stiff competition, Twin County Aviation Services at Twin County Airport (KHLX) in Hillsville, Virginia takes home this week's blue ribbon. AVweb reader John A. Jorgensen had that best of all possible experiences of Twin County -- a stopover so pleasant he'd go back just for fun:

Wonderful service and hospitality! I returned yesterday from delivering a DNR aircraft to Sanford, North Carolina for a FLIR installation/integration. On the way, I ran into the remains of Hurricane Isaac, which did not allow me to continue VFR. Scott Thomas, FBO manager, and his crew met me on the ramp, escorted me into their new facility, shared local weather wisdom, entertained me, provided a courtesy car, and simply made me feel welcome. Scott is a banjo player, and he invited me to their Tuesday evening session at the String Bean in Galax! It was a real treat. I stayed in a wonderful cabin along the New River Trail and had a great rest. Next time through, I am sure that I will not hesitate to stop, simply say "hi!" and to enjoy their Virginia hospitality. It provided a real and special treat.

Keep those nominations coming. For complete contest rules, click here.

AVweb is actively seeking out the best FBOs in the country and another one, submitted by you, will be spotlighted here next Monday!

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The Lighter Side of Flight back to top 

Short Final

When an air traffic controller asked an aircraft to reduce speed even more than he already had:

Aircraft 1234:
"If I reduce any further, I'll fall out of the sky!"

"Roger. Report leaving altitudes on descent."

Ed LeSage
via e-mail

Heard Anything Funny on the Radio?

Heard anything funny, unusual, or downright shocking on the radio lately? If you've been flying any length of time, you're sure to have eavesdropped on a few memorable exchanges. The ones that gave you a chuckle may do the same for your fellow AVweb readers. Share your radio funny with us, and, if we use it in a future "Short Final," we'll send you a sharp-looking AVweb hat to sport around your local airport. No joke.

Click here to submit your original, true, and previously unpublished story.

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Names Behind the News back to top 

Meet the AVwebFlash Team

AVwebFlash is a twice-weekly summary of the latest news, articles, products, features, and events featured on AVweb, the world's premier independent aviation news resource.

The AVwebFlash team is:

Tom Bliss

Editorial Director, Aviation Publications
Paul Bertorelli

Russ Niles

Scott Simmons

Contributing Editors
Mary Grady
Glenn Pew

Kevin Lane-Cummings

Ad Coordinator
Karen Lund

Avionics Editor
Larry Anglisano

Have a product or service to advertise on AVweb? Your advertising can reach over 225,000 loyal AVwebFlash, AVwebBiz, and AVweb home page readers every week. Over 80% of our readers are active pilots and aircraft owners. That's why our advertisers grow with us, year after year. For ad rates and scheduling, click here or contact Tom Bliss, via e-mail or via telephone [(480) 525-7481].

Click here to send a letter to the editor. (Please let us know if your letter is not intended for publication.)

Comments or questions about the news should be sent here.

If you're having trouble reading this newsletter in its HTML-rich format (or if you'd prefer a lighter, simpler format for your phone or handheld device), there's also a text-only version of AVwebFlash. For complete instructions on making the switch, click here.

Aviate. Navigate. Communicate.