Fateful take-off call, safety system in focus of Rottnest Island seaplane crash probe

2 months ago 19

A seaplane pilot’s fateful decision to alter his take-off course due to high winds at Rottnest Island has been thrust into the spotlight as the aviation safety investigator probes the plane’s fatal crash in January this year.

The Australian Transport Safety Bureau has released its interim report, which also examines whether the plane’s stall warning system had been switched off, as well as the “crashworthiness” of the Cessna 208 Caravan seaplane after it was revealed its wings had breached the cabin when it hit the water.

The Cessna at the bottom of the sea floor off Rottnest Island. The right wing can be seen “hinged backwards” and into the cabin at the top of the picture.

Three people died when the seaplane plunged into the waters of Thomson Bay in front of horrified onlookers as it attempted to take off for a flight back to the mainland on January 7.

Pilot James Wong, 34, and two international tourists in their 60s died in the crash, while Perth couple, Jeremy and Patricia Connor, also aged in their 60s, survived, along with the tourists’ partners.

One of the tourists who drowned in the crash had also sustained a traumatic brain injury, the interim report revealed.

It also revealed the trailing edge of both wings had been forced into the cabin area – including the right wing breaching where the tourist had been sitting – and “the fuselage was deformed and the passenger windows broken around the wing structure”.

ATSB chief commissioner Angus Mitchell said the identification of factors contributing to the survivability of the plane’s passengers was “an important area of focus” for the probe.

“Examination of the wreckage identified the wings hinged backwards at impact, and the trailing edge of each wing penetrated the cabin in the area of the second row of passenger seating,” Mitchell said.

“The investigation is considering the crashworthiness of the Cessna Caravan aircraft and the suitability of the manufacturer and operator’s emergency equipment and procedures for accidents involving immersion in water.”

Wong had surveyed the normal take-off area twice in the afternoon of the accident, according to the report, and due to strong winds had decided against the usual southerly track, opting instead for an easterly take-off.

Seven people were on board the Swan River Seaplanes-operated flight when it crashed in January.

The plane crashed after passing Phillip Rock, when it hit sea swell and chop, became airborne, then rolled to the left before crashing back into the water.

“While the investigation is interested to understand the role of the pilot’s actions and decision-making on the accident, the procedures and other risk controls used by Swan River Seaplanes for operations in the Thomson Bay area are also an area of focus,” Mitchell said.

“The investigation will also consider the operator’s identification and assessment of Thomson Bay for floatplane operations, and its operational oversight practices.”

The report also noted passenger video from the time of the crash did not capture any stall warning sounds, and the system’s circuit breaker had been found in the disconnected position after the accident.

The report said the plane’s operator, Swan River Seaplanes, stated they had been aware some Cessna 208 pilots would disconnect the stall warning circuit-breaker due to false alarms and their impact on passengers during water take-offs, but “this was not a common practice of Swan River Seaplanes pilots”.

The ATSB is expected to hand down its final report in the second half of next year.

“Until then, if any critical safety issues are identified, the ATSB will immediately notify relevant parties so appropriate and timely safety action can be taken,” Mitchell said.