Aviation Safety: The Accident - Research Paper Example

 The Accident Two aircrafts carrying thirteen people had collapsed in the forests of the eastern part of South Africa leaving no survivors on 14th of August 2011. The wreck had been noticed from a helicopter in a hilly region of the vertical rocks from where the plane was set for the trip the day before close to the Tzaneen for a 250-mile journey to Johannesburg, as was stated by Johnny Smith of “Rescue South Africa” (Mail Online, 2011). The South African Civil Aviation Authority is assessing the reason of the accident. The spokesman of the Durban Air show, Ray de Vries stated that a show arranger was present among 1 of the 2 private aircrafts and both the carriers happened to be martial airplanes. He further stated that the team was travelling back from an air event. Initial reports state that the 2 airplanes, running on “twin-engine Albatrosses”, were set on fire after the crash took place into the Mamotswiri Mountains. Phindiwe Gwebu, the CAA presenter was found stating: 'Investigators will now begin collecting what is needed from the wreckage on Mamotswiri Peak. That will then be taken to authorities for testing’ (news 24, 2011). The 7 people on board of 1 of the carriers were named as Kevin Woolacott, Maddison, Louise Warden, Tess Spence, Alexandra Doak, Marrion Anderson, and the Pilot Brian Gruar. The other carriers had passengers named as Stuart and Peter van Oldenburg, Frans Dely, Linda Pierce, Marietjie de Witt and Pilot Peter Gildenhuys (The Herald, 2011). Frans Dely was a renowned aviation photographer of Johannesburg. The aircrafts took off from a runway band in Tzaneen subsequent to an air event on 14 August 2011 and were moving towards the Rand Airport in Germiston, Gauteng. Joshua Matlou the Mopani District municipal Mayor stated that the 2 aircrafts were soaring in proper arrangement when they collided in the Lekgalametse peaks that are located in the northeastern part of Tzaneen. The aircrafts were flying at a height of 1570m. He further stated that "They flew directly into the cliff. There was no mid-air collision" (UK Airshow Review, 2011). As the airplanes did not reach the Rand Airport at the estimated arrival time, several endeavors were attempted to strive to contact the flights. As these endeavors turned out to be futile, an investigation and rescue task was initiated to search for these airplanes. The investigation and rescue task was based in the region of the site where the airplanes were supposed to have had the final contact with other traffic (RADAR PLOTS) as well as with each other. Sadly, due to terrible weather conditions in and surrounding the region of last contact of these airplanes, they had the chance of having positioned almost 2 days following they had collided into a peak in the Lekgalametse gorge. No mayday relay was there prior to the collapse and signals were that the travelers of both the aircrafts passed away on the spot due to the fatal accident. Mulaudzi stated that the families of the fatalities had received counseling sessions. Johnny Smith, the Head of Aeronautical Search and Rescue SA representative told that the crash location was explored by a helicopter of the cops in the morning during 08:15 a.m. He further said that terrible weather conditions and poor cloudy surroundings had hindered the search and emergency operations on Monday. Moreover he said, “About half-past seven, the weather allowed us to get airborne with helicopters into the primary search area and we found the wrecks very close to each other, in the Mamotswiri Peak region. We then hoisted people down to the wreck to establish if there were any survivors. Unfortunately… no survivors. From then on the accident scene was handed over to the South African Police Service, to retrieve the bodies out of the wrecks on the one side and then for the Civil Aviation Authority to take over the investigation to (find) the reason for the accident” (UK Airshow Review, 2011). It was confirmed by Smith the registration numbers of both the airplanes. The numbers are ZU-MMI and ZS-NJX. ZU-MMI was made as Piaggio P.166S production number 462, within which the “S” referred to “South Africa” and was allotted the SAAF digit Albatross 900. The ZS-NJX was Piaggio production number 446 and was acknowledged by the SAAF as the serial digit 884. It was the last P.166S aircraft that was meant to be delivered to South Africa. An eyewitness who resided in the Lekgalametse Valley region confirmed that he had seen the aircrafts flying momentarily above the gorge sooner than they vanished into the low, thick clouds that were wrapping the vale. In addition He suspected that he listened to a loud hit soon after he found the airplane soaring in the clouds. Smith stated, “My job is now finished. The way I’m going to say it is actually bad. We are Search and Rescue however, there’s no rescue in this one. So we’ve searched and now it (is for) the South African Police Service to recover the bodies”. Overall the mishap took lives of 13 people that included 2 children and the wreckage caused destruction of the airplane due to the post-impact flames. This occurrence is remembered as one of the most fatal incidents ever took place in the airplane accident history. The Emergency Plan When an aircraft doesn’t reach the intended location at the specified time, when the aircraft loses any contact with the radar or it ceases to correspond with the air traffic centre, an investigation and rescue processes and procedures. In most of these processes the neighboring SAPS members with associates from other bodies for instance Mountain Club, Local Emergency Response Organizations, 4X4 Club, etc. are implemented to aid in the search procedure. The investigation might initiate with the search unit’s arranger requesting the regional SAPS officials to check for the airplane at their regional aerodrome. If the carrier is not discovered then the investigation will be raised to a fully fledged search that involves surface teams and aircraft flying. It is regarded as an expensive and time taking affair. The SAPS assistance in such matters is therefore justifiably significant and shall be carried on at par with the SASAR agreements and SASAR ACT with the SAPS. As soon as the wreckage is identified and located the passengers of the airplane are taken account of, the scene of the accident turns out to be the liability of the SAPS in anticipation of the “CAA Accident Investigator/s” get there and undertakes the control of the situation. It is in general an oral handling over of the duties, but it could be also done in a written system. The immediate response As soon as the airplane is found following the investigation and rescue operation, the immediate things that should be done are- 1. SURVEY the accident spot for noticeable risks (Fuel, Munitions, Instability, etc.) 2. RESCUE the people who survived. If possible, go through the remains from the UPWIND SIDE 3. MOVE the survivors to a protected place 4. OBTAIN urgent medical aid as required 5. SEARCH the ruins for hidden survivors 6. PROTECT the surroundings from additional harm (foam or fuel runoff, etc) 7. CONTROL further damage of property 8. NOTIFY the nearby armed forces installation Command Post or Fire Chief 9. PRESERVE the location as unharmed as doable for investigating officers 10. DO NOT MOVE the things that are not essential for damage or rescue control The following information related to any airplane wreckage should be noted on the spot- 1. Time and date of the incident 2. Nature of the incident 3. Type of the aircrafts and the registration numbers of the carriers 4. Name of the owner or operator 5. Spot of the mishap 6. Name of the on duty pilot 7. Nature of operation 8. Last departure point of the airplane and the intended point of arrival 9. Description of the climatic conditions at the moment the accident took place 10. The number of passengers the flights were carrying 11. The number of people seriously injured or killed as a consequence of the mishap (on board) 12. The number of people seriously injured or killed as a consequence of the mishap (on the land or at the site of the accident). 13. Damages caused to property on the land, if any. 14. Details of the damages caused to the aircraft, if any. 15. Name of the individual who reported the occurrence of the incident and their personal details (name, age, contact number etc.) for further enquiry. 16. Any other related information for instance the identification and location of any far-flung ruins. 17. Name and details of any spectator as well as any image or recorded footage available. In the present case as soon as the wreckage was discovered the bodies were sent to the forensic department for investigation, in the words of Brigadier Hangwani Mulaudzi, "Their bodies will be flown to forensics and pathology in Pretoria, with assistance from the South African National Defence Force.” (Sowetan Live, 2011). The next thing included in the emergency plan was informing the families of the dead passengers but the bodies were still not recognized by the victim’s families. The families were offered with counseling session, as was stated by Mulaudzi, "They are receiving trauma counselling." At the Rand Airport a disaster centre had also been established. In the meantime, the Civil Aviation Authority (CAA) stated that exploration into the collapse site had started already. One of the representatives Phindiwe Gwebu stated that "Investigators will now begin collecting what is needed from the wreckage” (Sowetan Live, 2011). The process of investigation requires some guidelines which have been discussed in the next sections. Protection and custody of the wrecked airplane After the mishap have taken place, it is crucial that the carrier and the marks on the ground created by it at the site of the incident are not bothered needlessly (South African Civil Aviation Authority, n.d.). However this obligation must not impede or prevent any of the things stated below- The rescue of animals and humans from the wreckage. The rescue of the contents or wreckage embracing cargo and mail from the destructed debris caused by fire or other sources. The taking away of the carrier and the things inside it to a safer place when the airplane is near or inside water (for instance lower than the high tide spot on a beach). The elimination of the wreckage to avoid further hindrances to public entrance or to the other airplanes that utilizes the region, if no realistic option is accessible. The removal of the baggage or goods under the regulation of a police official. If the case involves foreign airplanes then the baggage and goods are not recommended to be taken away from the surrounding area of the airplane, apart from with the approval of a customs official. Wreckage ought to be photographed/ recorded if possible before taking away anything. In approximately all disasters no additional unconfirmed disturbance of the debris should be essential after the contents have been removed. Explosion and Fire are always probable at a crash location Fuel sources consist of left over aircraft cargo, fuel, structural munitions and materials, as well as objects on the land. Explosion sources consist of electrical systems, flares, weapon fuses, other pyrotechnic devices and hot metal. Oxygen sources consist of liquid oxygen tanks, ambient air, and high pressure cylinders. Other probable hazards might consist of nitrogen or CO2 tanks, exploding oxygen bottles, exotic fuels, ejection seats, canopy, liquid oxygen containers, hatch jettison systems, magnesium components, high pressure tires and struts, hazardous cargo and munitions. The other things that should be followed are- PROHIBIT SMOKING. Explosive materials might have been spread over a exceedingly broad region. EVACUATION. The collapse might also be a HAZMAT (Hazardous materials and items) occurrence. Vacate not only for protection from fire, but also for protection from Hazardous materials and items if specified so. As always, it’s necessary to continue keeping the people peaceful as terror can be a lot more perilous than any material carried on board of a military airplane. FIRE ATTACK. It is recommended to use high-pressure water fog, foam, dry chemical powder, carbon dioxide, to assault aviation jet energy fires and gasoline. Halon mediators, in spite being eliminated from service, are mainly effectual in such conditions. BOMBS, MISSILES OR ROCKETS. In case these kinds of weapons are discovered at the site of debris, it’s required to calm its full platform with obtainable water spray or blaze extinguishing agents. “Do not handle or move”. AMMUNITION. It is recommended that in case ammunition is found at the site of wreckage, it shouldn’t be moved or handled. Mark spot for military clearance professionals. If the ammunition is found speckled, the entire area should be encircled with barricades and souvenir seekers and spectators should be kept away. NUCLEAR WEAPONS. Nuclear devices are unlikely to be discovered at the site of the ruins. By swiftly reporting the collision to the nearby military unit or the Air Force Rescue Coordination Center, military aid will be received and practical information in relation to any weapons aboard. In case Nuclear Weapons are found at the spot they present they should be handled with care just and procedures similar to above should be adapted. Flames will not be a reason for a nuclear blowing up. Some perilous objects, together with radioactive objects, might pour out from the armaments if they are busted open, or be taken off as matters in smoke if the arms rupture, explode and burn. If nuclear arms are set on fire, a high explosive can be expected, conservative outburst that might spread out radioactive wreckage. A nuclear reaction would not take place not. Precautions for the firefighter might include the following: Wear completely shielding masks, SCBA, and gear for fire assault. Stay upwind. Announce “HAZMAT Level B” occurrence if not otherwise specified Evade all bodily contact with the wreckage and instantaneously vacate the plume region Remove and put cover if arms are surrounded by the existing blaze Instruct Civil Defense/ Emergency Management to instigate radiological supervision Create “decon protocols” for survivor, firefighters, and other staff in the region (The Disaster Preparedness and Emergency Response Association, 2007) Cooperation with the cops When the exploration of an aircraft mishap has to be synchronized with the administrative enquiries of any kind, like with respect to some unlawful offence, the investigating official would offer support. In the occasion that the initial evidence points to that the mishap was the consequence of some criminal activity, accountability for the analysis will usually be given to the cops. If needed the AIID examiner can show as an expert spectator at the investigation, but the person’s primary liability under the Civil Aviation Act is to look into the mishap for the safety and avoidance purposes, not for the purpose of apportionment of the responsibility or blame. Generally, the confirmation gathered by an examiner as part of a flight safety investigation framework is not conducted in a manner that is readily presentable at the court. For instance the investigators do not usually record official statements from the eyewitnesses. References Mail Online. (2011). Two children among 13 dead as two planes crash in remote South Africa. Retrieved from http://www.dailymail.co.uk/news/article-2026628/Tzaneen-plane-crash-Children-13-dead-remote-South-Africa.html news 24. (2011). CAA starts probe into plane crash tragedy. Retrieved from http://www.news24.com/SouthAfrica/News/Names-of-all-plane-crash-victims-released-20110816 The Herald. (2011). Tzaneen double plane crash victims named. Retrieved from http://www.peherald.com/news/article/2461 UK Airshow Review. (2011). Missing Albatross wreckage found in South African mountains. Retrieved from http://forums.airshows.co.uk/viewtopic.php?f=2&t=36337&p=364505 Sowetan Live. (2011). Plane victims' bodies found. Retrieved from http://www.sowetanlive.co.za/news/2011/08/17/plane-victims-bodies-found South African Civil Aviation Authority. (n.d). How to deal with an aircraft accident deal. Retrieved from http://www.caa.co.za/Public/Safety%20Consultative%20Forum/safetypromotion/docs/Brochures/CAAAccidentProcedureBooklet.pdf The Disaster Preparedness and Emergency Response Association. (2007). Emergency Response Guide MILITARY AIRCRAFT INCIDENTS. Retrieved from http://www.disasters.org/dera/library/ACCIDENT.PDF Read More