AUSTRALIA – A fatal helicopter accident in Australia’s Arnhem Land served as a poignant reminder of the risks associated with flying after last light for Visual Flight Rules (VFR) pilots according to a recently released ATSB report.
The Australian Transport Safety Bureau (ATSB) investigated and found that this unfortunate event also shed light on the potentially fatal consequences of survivable accidents in remote locations.
Collision with terrain involving Robinson R22, VH-LOS, 36 km south of Ramingining, Northern Territory, on 14 November 2022:
The Aircraft
VH-LOS was a Robinson Helicopter Company R22 Beta helicopter, serial number 1715, powered by a Textron Lycoming, O-320-B2C, 4-cylinder piston engine.
It was manufactured in the United States in 1991, and first registered in Australia in January 1995, and was equipped and maintained to a day VFR standard.
The R22 has 2 seats, with the pilot flying from the right seat, and each seat was fitted with a seat belt and inertia reel shoulder strap, similar to those used in motor vehicles. VH-LOS did not have doors fitted at the time of the accident.
The Pilot
The pilot held a Commercial Pilot Licence (Helicopter) and a valid Class 1 aviation medical certificate. The pilot also held a single engine helicopter rating, and a low level rating with aerial mustering (helicopter) and sling endorsements. The pilot did not hold an instrument rating or a night visual flight rules (VFR) rating.
The pilot’s logbook recorded over 6,200 hours total aviation experience, however no records had been made of flights conducted after March 2022.
The Flight – November 14 2022
On the day of the accident, November 14 2022, a pilot was participating in a multi-vehicle animal mustering operation in the Arafura Swamp, located south of Ramingining, in Australia’s Northern Territory.
After the mustering was completed, the pilot was expected to depart to pick up another group member and then continue the journey to the camp.
However, as the members of the mustering operation reached the camp, they realized that the pilot and the helicopter were missing. Growing increasingly concerned about the pilot’s well-being, the group initiated a land vehicle search and later organized an aerial search the following morning.
On November 15, at around 13:00, the wreckage of the helicopter was found approximately six kilometers away from the mustering camp. Tragically, the pilot was discovered deceased outside the aircraft, and the helicopter had been completely destroyed.
The Missing Piece: Qualifications and Equipment
Upon investigation, it was revealed that the pilot held a Commercial Pilot Licence (Helicopter). However, the pilot was not qualified to fly in non-visual conditions, and the helicopter was not equipped for night flight.
On the evening of November 14, last light occurred at 18:58 local time. Considering the accident site’s location, the pilot likely flew eastwards from the camp, facing away from the setting sun. The area lacked ground-based lighting, and cloudy conditions caused by a nearby storm further reduced visibility.
“The ATSB investigation found that the accident flight occurred after nautical twilight and in dark night conditions. The pilot likely became spatially disoriented, leading to a collision with terrain,” stated ATSB director, Transport Safety, Dr. Stuart Godley.
The Danger of Flying After Last Light
ATSB research and investigation reports consistently highlight the dangers of flying after last light without the appropriate qualifications and equipment. In dark night conditions, VFR pilots, even those endorsed to operate under night VFR, experience an increased risk of spatial disorientation.
Dr. Godley stressed the importance of VFR pilots being aware of the tragic consequences associated with dark night flight in this accident. He advised pilots to aim to land at least 10 minutes before last light, as this provides a reliable method to ensure they have the necessary visual cues for safe flying.
The Outcome
The pathologist’s report revealed that the injuries sustained by the pilot during the collision were probably not fatal. Instead, the pilot likely succumbed to environmental exposure after the accident.
After the collision, the pilot possibly maneuvered out of the seat belt, ending up outside the damaged helicopter, which had come to rest on its side. With injuries impairing mobility, the pilot may have decided to wait for rescue. However, the daytime conditions were hot and humid, adding to the challenges.
Although the helicopter was equipped with a manually activated personal locator beacon, it was secured inside the aircraft. Unfortunately, the pilot probably couldn’t access it once outside the helicopter after the crash.
Delays in Locating the Pilot
The ATSB report found that the combination of the personal locator beacon not being activated and authorities not being notified when the aircraft went missing resulted in a delay in locating the pilot before succumbing to environmental exposure despite having survivable injuries from the initial accident.
ATSB Report Findings
The pilot operated the helicopter after nautical twilight. However, the pilot did not have an appropriate qualification, and the helicopter was not suitably equipped, for night flight.
The flight was conducted in dark night conditions due to the absence of both celestial and terrestrial lighting. As a result, the pilot likely became spatially disorientated which led to a collision with terrain.
The pilot did not activate the personal locator beacon, which was probably inaccessible to the pilot once they left the helicopter after the accident. In addition, authorities were not notified when the aircraft was missing.
In combination, this resulted in a delay to the pilot being located before succumbing to environmental exposure after sustaining survivable injuries in the accident.
Lessons from the Tragedy
Dr. Godley emphasized that this investigation underscored the heightened risks of fatal consequences in remote locations, even from accidents that may initially seem survivable.
Pilots operating in such areas should carefully consider the use and location of crucial equipment like personal locator beacons to maximize accessibility during emergencies.
A full copy of the Australian Transport Safety Bureau report on this accident can be found here: ATSB Report AO-2022-057.
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