Oceania

The pilot was engaged in an agricultural spraying mission. In unknown circumstances, the single engine aircraft impacted terrain and came to rest against a small hill in Mount Linton. The aircraft was damaged beyond repair and the pilot, sole aboard, was seriously injured.

A DHC-6 Twin Otter aircraft was returning from Woitape, Central Province, to Jacksons Airport, Port Moresby on the morning of 20 September 2014 on a charter flight under the instrument flight rules (IFR). The weather at Woitape was reported to have been clear, but at Port Moresby the reported weather was low cloud and rain. Witnesses reported that the summit of Mt Lawes (1,700 ft above mean sea level (AMSL)) was in cloud all morning on the day of the accident. When the aircraft was 36 nm (67 km) from Port Moresby, air traffic control gave the flight crew a clearance to descend maintaining visual separation from terrain and to track to a left base position for runway 14 right (14R) at Jacksons Airport, Port Moresby. The clearance was accepted by the crew. When the aircraft was within 9.5 nm (17.5 km) of the airport, the pilot in command (PIC) contacted the control tower and said that they were “running into a bit of cloud” and that they “might as well pick up the ILS [instrument landing system] if it’s OK”. The flight crew could not have conducted an ILS approach from that position. They could have discontinued their visual approach and requested radar vectoring for an ILS approach. However, they did not do so. The Port Moresby Aerodrome Terminal Information Service (ATIS), current while the aircraft was approaching Port Moresby had been received by the flight crew. It required aircraft arriving at Port Moresby to conduct an ILS approach. The PIC’s last ILS proficiency check was almost 11 months before the accident flight. A 3-monthly currency on a particular instrument approach is required under PNG Civil Aviation Rule 61.807. It is likely the reason the PIC did not request a clearance to intercept the ILS from 30 nm (55.5 km) was that he did not meet the currency requirements and therefore was not authorized to fly an ILS approach. During the descent, although the PIC said to the copilot ‘we know where we are, keep it coming down’, it was evident from the recorded information that his assessment of their position was incorrect and that the descent should not have been continued. The PIC and copilot appeared to have lost situational awareness. The aircraft impacted terrain near the summit of Mt Lawes and was substantially damaged by impact forces. Both pilots and one passenger were fatally injured in the impact, and one passenger died on the day after the accident from injuries sustained during the accident. Of the five passengers who survived the accident, three were seriously injured and two received minor injuries. One of the fatally injured passengers was not wearing a seat belt.

The twin engine airplane departed Lifou Airport on an ambulance flight to Nouméa-Magenta Airport, carrying two passengers and two pilots. On approach to Magenta Airport, the crew followed the checklist and lower the landing gears. As all three green light failed to came on the cockpit panel, the crew elected to lower the gears manually without success. The crew completed two low passes in front of the control tower and it was confirmed that the left main gear seems to be down but not locked. After a 45-minute flight to burn fuel, the crew completed the landing. Upon touchdown, both main landing gear collapsed while the nose gear remained extended. The aircraft slid for few dozen metres before coming to rest. All four occupants evacuated safely and the aircraft was damaged beyond repair.

A Pacific Aerospace PAC P-750 XTOL single engine aircraft was chartered to transport store goods and six passengers from Kiunga to Golgubip. Although Golgubip is in mountainous terrain and the weather in the area is often poor, the pilot was tasked to fly there without ever having been to Golgubip before. The terrain to the north north east of Golgubip rises gradually behind the airstrip. Visual illusions which may affect the pilot’s perception of height and distance can be associated with airstrips situated in terrain of this kind. On arrival at Golgubip, the pilot orbited and positioned the aircraft for landing. During the final approach he decided to discontinue the approach and to initiate a go-around procedure. The aircraft impacted terrain approximately 500 metres northwest of the airstrip and was substantially damaged. The six passengers were unhurt while the pilot sustained serious injuries. The pilot was treated in Golgubip following the accident, and was airlifted the next day to Tabubil, where he was admitted to hospital. It was later reported that the GPWS alarm sounded on approach until the final impact.

On 12 June 2014, at about 1530 Eastern Standard Time (EST), a Piper PA-46 aircraft, registered VH-TSV, departed Dubbo, New South Wales for a private flight to the Sunshine Coast, Queensland with a pilot and one passenger on board. The planned route was to track via Moree and Toowoomba at 13,500 ft above mean sea level (AMSL). The pilot had operated the aircraft from Sunshine Coast to Lightning Ridge, Brewarrina and Dubbo earlier that day and reported that all engine indications were normal on those flights. About 1 hour after departing Dubbo, when about 26 NM south of Narrabri, at about 13,500 ft AMSL, the pilot observed the engine manifold pressure gauge indicating 25 inches Hg, when the throttle position selected would normally have produced about 28 inches Hg. The pilot selected the alternate air1 which did not result in any increase in power. He then elected to descend to 10,000 ft, and at that power setting when normally the engine would have produced about 29 inches Hg, the gauge still indicated only about 25 inches Hg. He turned the aircraft towards Narrabri in an attempt to fly clear of the Pilliga State Forest. The pilot assessed that the aircraft had a partial engine failure and performed troubleshooting checks. As the aircraft descended through about 8,000 ft, he observed the oil pressure gauge indicating decreasing pressure. When passing about 6,500 ft, the oil pressure gauge indicated zero and the pilot heard two loud bangs and observed the cowling lift momentarily from above the engine. The passenger observed a puff of smoke emanating from the engine and momentarily a small amount of smoke in the cockpit. The pilot established the aircraft in a glide at about 90 kt, secured the engine and completed the emergency checklist. He broadcast a ‘Mayday’ 2 call on Brisbane Centre radio frequency advising of an engine failure and forced landing. The pilot looked for a clear area below in which to conduct a forced landing and also requested the passenger to assist in identifying any cleared areas suitable to land. Both only identified heavily treed areas. The pilot extended the landing gear and selected 10º of flap and, when at about 1,000 ft, the pilot shut the fuel off, deployed the emergency beacon then switched off the electrical system. As the aircraft entered the tree tops, he flared to stall3 the aircraft. On impact, the pilot was seriously injured and lost consciousness. The passenger reported the wings impacted with trees and the aircraft slid about 10 m before coming to rest. The passenger checked for any evidence of fuel leak or fire and administered basic first aid to the pilot. The aircraft sustained substantial damage.

The pilot and the passenger were completing a top dressing mission in the region of Otane, south of Hastings, New Zealand. On final approach, the single engine aircraft seemed to be too low and hit tree tops before crashing nose down in a prairie. Both occupants were seriously injured and the aircraft was destroyed. It was dark at the time of the accident as the sunrise was computed at 0639LT.

On 29 January 2014, at about 1100 Central Daylight-savings Time, the pilot prepared a Piper PA-31 aircraft, registered VHOFF, for a private flight from Aldinga aeroplane landing area (ALA) to Kangaroo Island, South Australia. To check fuel quantities, the pilot entered the cockpit, turned on the master switch and placed the left and right fuel selectors onto the main tank (inboard) position. The gauge for each tank showed just under half full. He then placed each fuel selector onto the auxiliary (outboard) tank position, where the gauge indicated the right and left auxiliary tanks were each about a quarter full. He did not return the selectors to the main tanks. He estimated that refuelling the main tanks would allow sufficient fuel for the flight with over an hour in reserve. He exited the aircraft while it was refuelled and continued preparing for the flight. Once refuelling was completed, the pilot conducted a pre-flight inspection, and finished loading the aircraft. The pilot and passenger then boarded. The pilot was familiar with Aldinga ALA, which is a non-controlled airport. At uncontrolled airports, unless a restriction or preference is listed for a certain runway in either the Airservices en route supplement Australia (ERSA), or other relevant publications, selection of the runway is the responsibility of the pilot. Operational considerations such as wind direction, other traffic, runway surface and length, performance requirements for the aircraft on that day, and suitable emergency landing areas in the event of an aircraft malfunction are all taken into consideration. On this day, the pilot assessed the wind to be favoring runway 14, which already had an aircraft in the circuit intending to land. However, he decided to use runway 03 due to the availability of a landing area in case of an emergency. He then completed a full run-up check of the engines, propellers and magnetos prior to lining up for departure. The pilot reported that all of the pre-take-off checks were normal. Once the aircraft landing on runway 14 was clear of the runway, the pilot went through his usual memory checklist prior to take-off. He scanned and crosschecked the flight and panel instruments, power quadrant settings and trims, but did not complete his usual final check, which was to reach down with his right hand and confirm that the fuel selector levers were on the main tanks. After broadcasting on the common traffic advisory frequency (CTAF) he commenced the take-off. At the appropriate speed, he rotated the aircraft as it passed the intersection of the 14 and 03 runways. Almost immediately both engines began surging, there was a loss of power, the power gauges fluctuated and the aircraft yawed from side to side. Due to the surging, fluctuating gauges and aircraft yaw, the pilot found it difficult to identify what he thought was a non-performing engine. He reported there were no warning lights so he retracted the landing gear, with the intent of getting the aircraft to attain a positive rate of climb, so he could trouble shoot further at a safe altitude. When a little over 50 ft above ground level (AGL), he realized the aircraft was not performing sufficiently, so he selected a suitable landing area. He focused on maintaining a safe airspeed and landed straight ahead. The aircraft touched down and slid about another 75-100 metres before coming to rest. The impact marks of the propellers suggest the aircraft touched the ground facing north-easterly and rotated to the north-west prior to stopping. The pilot turned off the master switch and both he and the passenger exited the aircraft. After a few minutes he re-entered the cockpit and completed the shutdown. Police and fire service attended shortly after the accident.

Following an uneventful flight from Brisbane, the crew completed the approach and landing at Honiara-Henderson Airport. After touchdown on runway 24, the right main gear collapsed and punctured the right wing. The aircraft veered slightly to the right and came to a halt on the runway. All three occupants evacuated safely and the aircraft was damaged beyond repair.

On 25 November 2013, a Cessna Aircraft Company C208B Grand Caravan, registered P2-SAH and operated by Tropicair, departed Kamusi, Western Province, for Purari River, Gulf Province, at 0312 UTC on a charter flight under the instrument flight rules (IFR). There were 10 persons on board; one pilot and nine passengers . Earlier in the day, the aircraft had departed Port Moresby for Kamusi from where it flew to Hivaro and back to Kamusi before the accident flight. SAH was due to continue from Purari River to Vailala and Port Moresby. The pilot reported that the takeoff and climb from Kamusi were normal and he levelled off at 9,000 ft and completed the top-of-climb checklist. Between Kamusi and Purari River the terrain is mostly flat and forest covered, with areas of swampland and slow-moving tidal rivers. Habitation is very sparse with occasional small villages along the rivers. The pilot recalled that the weather was generally good in the area with a cloud base of 3,000 ft and good visibility between build-ups. The pilot reported that approximately 2 minutes into the cruise there was a loud ‘pop’ sound followed by a complete loss of engine power. After configuring the aircraft for best glide speed at 95 kts, the pilot turned the aircraft right towards the coast and rivers to the south, and completed the Phase-1 memory recall items for engine failure in flight. He was assisted by the passenger in the right pilot seat who switched on the Emergency Locator Transmitter (ELT) and at 0332 broadcast MAYDAY due engine failure on the area frequency. Checking the database in the on-board Global Positioning System (GPS), the pilot found the airstrip at Kibeni on the eastern side of the Palbuna River. The pilot, assisted by the passenger next to him, tried unsuccessfully to restart the engine using the procedure in the aircraft’s Quick Reference Handbook (QRH). The passenger continued to give position reports and to communicate with other aircraft. At about 3,000 ft AMSL the pilot asked for radio silence on the area frequency so he could concentrate on the approach to Kibeni airstrip, flying a left hand circuit to land in a south westerly direction. He selected full flaps during the final stages of the approach, which arrested the aircraft’s rate of descent, but the higher than normal speed of the aircraft during the approach and landing flare caused it to float and touch down half way along the airstrip. The disused 430 metre long Kibeni airstrip was overgrown with grass and weeds. It was about 60 ft above the river and 120 ft above mean sea level, with trees and other vegetation on the slope down to the river. The aircraft bounced three times and, because the aircraft’s speed had not decayed sufficiently to stop in the available length, the pilot elected to pull back on the control column in order to clear the trees that were growing on the slope between the airstrip and the river. The aircraft became airborne, impacting the crown of a coconut palm (that was almost level with the airstrip) as it passed over the trees. The pilot banked the aircraft hard left in an attempt to land/ditch along the river and avoid trees on the opposite bank. He then pushed forward on the control column to avoid stalling the aircraft and levelled the wings before the aircraft impacted the water. The aircraft came to rest inverted with the cockpit and forward cabin submerged and immediately filled with water. After a short delay while he gained his bearings under water, the pilot was able to undo his harness and open the left cockpit door. He swam to the rear of the aircraft, opened the right rear cabin door, and helped the surviving passengers to safety on the river bank. He made several attempts to reach those still inside the aircraft. When he had determined there was nothing further he could do to reach them, he administered first aid to the survivors with materials from the aircraft’s first aid kit. After approximately 20 minutes, villagers arrived in a canoe and transported the pilot and surviving passengers to Kibeni village across the river. About 90 minutes after the accident, rescuers airlifted the survivors by helicopter to Kopi, located 44 km north east of Kibeni.

On 19 October 2013, an Avions de Transport Régional ATR42-320 freighter, registered P2-PXY (PXY) and operated by Air Niugini, was scheduled to fly from Madang to Tabubil, Western Province, as flight PX2900 carrying a load tobacco for a client company. There were three persons on board; the pilot in command (PIC), a copilot, and a PNG experienced DHC-8 captain whose function was to provide guidance during the approach into Tabubil. The PIC was the handling pilot and the copilot was the support monitoring pilot. The flight crew taxied to the threshold end of runway 25 intending to use the full length of the runway. The take-off roll was normal until the PIC tried to rotate at VR (speed for rotation, which the flight crew had calculated to be 102 knots). He subsequently reported that the controls felt very heavy in pitch and he could not pull the control column back in the normal manner. Flight data recorder (FDR) information indicated that approximately 2 sec later the PIC aborted the takeoff and selected full reverse thrust. He reported later that he had applied full braking. It was not possible to stop the aircraft before the end of the runway and it continued over the embankment at the end of the runway and the right wing struck the perimeter fence. The aircraft was substantially damaged during the accident by the impact, the post-impact fire and partial immersion in salt water. The right outboard wing section was completely burned, and the extensively damaged and burnt right engine fell off the wing into the water. Both propellers were torn from the engine shafts and destroyed by the impact forces.