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Aviation Safety. Digest Printed by David Syme &: Co. Limited. publisher of "TliO AK e," 233 Collins Street. Melbourne. C. l. AVIATION SAFETY. DIGEST Editorial D .e pa r· t me n ·t of Ci vi I Aviation Australia No. 45 MARCH, 1966 WINTER WEATHER WISE Contents Once again we are on the threshold of a season when we must expect weather conditions to complicate to some extent the operation of light aeroplanes. Days will be shorter, low cloud and poor visibility more in evi­ Editorial 1 dence, weather conditions generally less predictable and less favourable to VFR flight, air temperatures will be more conducive to engine icing, and Fire in Flight 2 frost will form on aircraft left standing overnight in .the open. None of Secure that Oil Cap 5 these problems Of winter flying need be particularly hazardous in them­ selves but if we do not make allowances for them and if they catch us Don't Forget the Chocks 6 unprepared, they can compound, more easily than summer flying condi­ Negligence in Refuelling Destroys Helicopter 8 tions, to set the stage for an accident. Cessna 185 Destroyed 10 Some aspects of winter weather operations are mentioned in this issue Overshoot Leads to Overturn 11 of the Digest; other problems are to be discussd in our June issue. But the one potentially most dangerous has already been discussed at some length Stall During Forced Landing 12 in previous issues. The situation arises when pilots not qualified for instru­ Some Radio Difficulties 13 ment flight press on into deteriorating visibility, often at low altitude, to the point where visual reference is finally lost altogether and the pilot Do You Remember 14 either lose,s control of his aircraft and it dives into the ground, or the Cabin Heaters and Carbon Monoxide - 16 aircraft simply collides with obs.tructing terrain. Two years ago, four Australian Tuna Fisheries accidents of this type occurred within a period of six weeks and cost the Cessna 337 seen against the back­ Fatal Fire in Wheel Brakes 18 ground of the Company's fishing lives of eight persons. These accidents prompted the Director-General to vessels at sea south of Eden, New South Wales. The security af­ Be Alert for Carburettor Ice 20 write personally to all light aircraft pilots, and all four accidents were forded by the aircraft's two subsequently reported in th~ Digest. engines, coupled with th e excel­ Oxygen Equipment Explosion 22 lent downward visibility offered by its high wing, makes the air­ Your New Handbook 23 Last year, it seems, pilots were much more on their guard against be~ng craft very suit able for deep sea caught in similar weather conditions, and there were no accidents in Aus­ t.una spotting operations off the Comet Strikes Ground During Approach 24 cont inental shelf of south-eastern tralia arising directly from this cause. But man forgets and it might well and southern Aust ralia. Lost and Found 25 be that some pilots has already forgotten the tragic lessons at Burketown Ballarat and in the Adelaide hills. So let any who are inclined to be scepti­ Is Your Windscreen Clean? 26 cal first look again at the circumstances common to all these accidents Water in the Fuel ? 28 and ask themselves how they would have reacted. Air Sense - 28 Then let each of us go about our flight planning and operations in the coming months, determined that they shall be accident-free, and that winter fl ying conditions will not find us wanting in flight prepara~ion or airmanship. Aviation Saf ety Digest i s prepared in the Air Safety Investi gation Branch and published quarterly . Enquiries and contributions f or publication should be addressed to The Editor, Aviation Safety Digest, D epartment of Civil Aviation, Box 1839Q, P.O., Elizabeth Street, MELBOURNE, C .1. Except f or that material which is i n dicated to be extracted from or based on another publication, i n which case t he authority of the originator should be sought, the material contained herein may, with acknowledgment, be freely re­ produced in publications int ended primarily for ci rcul ation in t he Aviation I ndustry. All other publication, w hether by the print ed word, radio, or t elevision, must have the prior approval of the Department of Civil Aviation. MARCH, I 9 6 6 so the first officer isolated the must be landed in the shortest Seeing that the engine fire was bell, and at the captain's request, possible time, the captain closed still well alight and that the fire advised Melbourne that the air­ the throttles, selected the under­ crew were playing foam over the craft had an engine on fire and carriage and flaps down, and in­ port side of the aircraft, the first they would divert to Mangalore, structed the first officer to com­ officer opened the starboard rear whi:ch was some 30 miles closer plete the pre-landing checks. The door, placed the escape chute in than Melbourne. captain reduced speed to 135 knots, position and opened the three star­ and ·banked the aircraft steeply board emergency exits on to the As the aircraft was being pro­ into a minimum distance left cir­ wing. The captain came down gressively stepped down by Mel­ cuit for runway 23. It was 1906 from the cockpit, left the aircraft bourne Control, the senior hostess hours as the aircraft touched by climbing down the side of the reported more sparks coming from down. escape chute to check briefly with the engine. The first officer went As soon as the captain had the fire crew, then ordered the back to the passenger cabin to braked the aircraft to a halt on passengers to leave their hand lug­ visually check the No. 1 engine the runway, he ordered the three gage behind and evacuate the air­ but there was no indication of fire. live engines feathered, the flaps craft. While the captain supervised He returned to the cockpit and the retracted to the 32 degrees position the passengers leaving via the crew ·completed the descent check to facilitate evacuation of passen­ chute, the first officer assisted list. At 6,000 feet, the aircraft ar­ gers over the wing, and requested others out through the over-wing rived over the Mangalore N.D.B. the first officer to supervise the exits and down on to the ground. in cloud, and the captain began a evacuation of the passenger ca;bin. The three hostesses were the last descending turn with the intention The captain remained in the cock­ to leave the aircraft and the cap­ of intercepting· the north-eastern pit to ·complete the emergency tain directed them to group the leg of the V.A.R. At 4,500 feet, still "engine fire on the ground" drill. passengers together 100 yards be­ in cloud, the engine fire became Meanwhile, the previously alerted hind the aircraft. He and the first visible from the cockpit as a bril­ Mangalore fire crew had taken up officer then obtained a ladder from liant white glow increasing rapidly their fire-fighting positions near the fire crew and climbed back into in intensity. Glowing pieces of the blazing engine and were con­ the aircra'ft to ensure everyone was metal and showers of sparks fining the fire to the nacelle with out. The first officer turned off the streamed back from the en­ a covering of foam over the port master power switch and the cap­ gine and the fire seemed to wing and fuselage side. The fire tain informed the senior fireman be enveloping the wing. At crew had correctly assessed that that the aircraft evacuation was 4,000 feet the aircraft broke the fire was being fed by •burning complete. While a Viscount 832 was en route from Canberra to Melbourne on a regular public out of cloud two miles aibeam the magnesium, and were withholding Using dry powder and carbon transport flight on 4th August, 1965, an uncontrollable fire developed in the No. 1 engine. south-western end of Runway 23 . any attempt to extinguish it until dioxide, the fire crew then attacked The captain diverted to Mangalore, Victoria, where an emergency landing was made in the Deciding that an extreme emer­ every one was safely out of the the main fire. in the engine. It was dark with all emergency services standing by. Thanks to the actions of the flight crew and the gency existed and that the aircraft aircraft. quickly contained •but the engine efficiency of the fire crew, the intense fire was confined to the engine nacelle and all Fig 1. T he intermediate casinfl completely burnt away, exposing the damag.ed cowlings had to be removed before occupants were able to evacuate the aircraft safely. com pressor shaft and auxiliary drive gear trains. the extinguishent could penetrate to the source of the fire, the burn­ ing magnesium intermediate cas­ ing of the engine. A secondary fire The Viscount had departed from peller noise occurred again. As ing. The captain called for the fea­ was burning in the nacelle behind Canberra at 1800 hours Eastern the aircraft swung to port the thering drill and crew identified the fire wall and the captain used Standard Time with a crew of five second time, the first officer saw and shut down the No. 1 engine. an axe to cut holes in either side and 38 passengers. The flight pro­ the No. 1 feather light flicker and The captain was using the wing of the nacelle to allow the fire ceeded uneventfully until soon the No.
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