ERROR BY PILOT

Dominion, Volume 35, Issue 288, 3 September 1942, Page 4

ERROR BY PILOT

Aircraft Crash On Mt. Richmond

FINDING OF BOARD OF INQUIRY

A finding that there had been an error of judgment by the pilot in failing to turn north at a certain time was returned by the Board of Inquiry which investigated the loss of the Union Airways Lockheed passenger aircraft in a crash on Mount Richmond in the Nelson district on May 7. The report of the board was released yesterday by the Minister of Defence, Mr. Jones. Four general recommendations were also made by the board. The Board of Inquiry reported as follows: — “The evidence now available but not available to the pilot at the time clearly establishes a wind condition and velocity existing over the latter half of the flight in an exceptional and unascertained degree beyond what the pilot might anticipate from the forecast. Consequently, we are drawn to the conclusion that his ground speed was retarded beyond his expectation, and that when he thought he was turning toward south and approaching the aerodrome, he, in reality, was short of that point, and hit the mountain at the time indicated. At 8.18 a.m. and 8.19 a.m. the pilot received bearings which must have conveyed to him the fact that his course was tending to the south.

. “In view of the unknown factors of his ground speed and other circumstances which must have been known to him at the time, we consider that not later than 8.19 a.m. Commander K. R. Johnston should have attempted to bear to the north in order to regain his track and remove any possibility of danger from the high country lying farther south. He did not, however, but continued to bear south till 8.22 a.m., when the last 'bearing was sent. In our view his failure to turn north was an error of judgment on the part of the pilot. Large Down Draughts.

“As to the height at which the pilot was flying during the flight, this cannot be established, though we have clearly ascertained that the point of impact on Mount Richmond was at 5'150 feet approximately. It should be borne in mind, however, that large down draughts have been experienced in this locality and must be expected, and it is conceivable that the pilot may have been flying at a greater height than 5000 feet. In his manual he (Commander Johnston) stipulated that no instrument descent be made till indication had been received that motors had been heard and that a minimum height of 5000 feet should be maintained till descent commenced. “In our view, where the conditions necessitate an all-instrument flight, a minimum of 5000 feet is too low, and we recommend should never be less than 7000 feet.” , , , • The Minister stated that in making its report the board had recommended as follows: — . . Direction Finding Stations. That, there should be a reorganization m_ respect of the control of these stations with a view to unification of control and the provision of recognized and efficient training of operators. . Calibration of ■ Direction Finding Stations.—That calibration of directionfinding stations should be completed and that stations when calibrated should be cleared for general use at the earliest possible date. Pilots’ Time of Arrival at the Aerodrome.—That the company should insist on pilots arriving not less than minutes before the scheduled time of departure ot any commercial flight. Meteorological Observers.—That the personnel employed for recording weather data should be sufficiently experienced to justify confidence in their observations. Training of Radio Operators. The Minister said that action had already been taken in providing tor the additional training of radio operators lor the direction-finding service and that consideration was being given to the board s recommendation concerning the provision o£ unified control of direction-finding fitations. A further announcement of the action to be taken, in this respect would be made soon. Calibration of all main direction-finding stations had now been completed, and as soon as possible these stations would be cleared foi 1 general use. The Minister however, emphasized that other factors, including, the training and testing of air-line pilots in blind approach technique and the provision of efficient ‘round control, had to be taken into consideration before calibrated torection-find-ing stations could be used with safety for blind approach. . , The recommendation concerning the arrival time of pilots at the aerodrome has been referred to Union Airways Limited who had agreed to give immediate consideration to the board’s recommendatl0 Concerning meteorological observers, the Minister said that in many cases these officers were employees of the operating companies and not of the .Air Department. Instruction had been given to company employees by meteorological officers of the department. ’When qualified control officers were appointed it was intended that they would be made responsible for the furnishing of meteorological reports.