Ambua PNG Bell 206 Crash
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Ambua PNG Bell 206 Crash
A Bell 206 Long Ranger crashed near Ambua lodge in PNG the other day. Machine is wrecked and all 4 on board survived with injuries.
Not to sure who the operator involved was.
Not to sure who the operator involved was.
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Was LongRanger L4.
Operated on behalf of Indian Company contracting to MCJV at Komo.
The lodge pad(s) are very tight, with wind up your ass.
Pressure altitude 6500, Density Altitude...... you work it out on a 20+degree C day.
The bloke standing on top of the 205 when it happened should have more info.
Believe the rego is P2-PAR
TM
Operated on behalf of Indian Company contracting to MCJV at Komo.
The lodge pad(s) are very tight, with wind up your ass.
Pressure altitude 6500, Density Altitude...... you work it out on a 20+degree C day.
The bloke standing on top of the 205 when it happened should have more info.
Believe the rego is P2-PAR
TM
If it was an LR4, then it cannot be P2-PAR which is an MD500ER (photo). All the LR4s which have been on the P2 register are P2-PBE, PBF and HFZ. but we can rule out PBF as that crashed 28-Jul-08. So, if it is an LR4 then its P2-PBE or P2-HFZ or on another register
Further press info gives operator as Sabah Air, so it's likely a 9M registered LR4. Interestingly the colour scheme in the photos ties up to a different Malaysian operator Hornbill Skyways, but then again, companies do lease helicopters between themselves.
Current 9M LR4s are 9M-BCU, 9M-HSM and 9M-HSS all thought to be with Hornbill and 9M-KUL with Sabah
Current 9M LR4s are 9M-BCU, 9M-HSM and 9M-HSS all thought to be with Hornbill and 9M-KUL with Sabah
Thread Starter
I have an idea that TM is on the right track, ie P2-PAR as I think this was a very recent import. Ambua isn't a nice place to operate into on a good day, not to mention on a crappy day, density altitude would be around 8000 feet at a guess. Reminds me of the Mt Kare days.
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Evidently this is the ship:
Good Lord! Grant and the 'pig' P2-PHG (I think) and the 'BH' helicopters. There used to be a driver (always wore jeans and cowboy boots - quite tall) - he was the only chap I've seen who used to exit the craft while the engine was at flight rpm. I always used to quietly walk away when he did that!
Sav
Evidently this is the ship:
Reminds me of the Mt Kare days.
Sav
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More info from sources deep in the southern highlands.
Was operating under AOC from Kimbe operator.
Pilot's first trip to the area.
Had not been checked into LZ.
Helicopter was brought in via Cairns.
EXXON has banned all landings at Ambua for MCJV staff.
TM
Was operating under AOC from Kimbe operator.
Pilot's first trip to the area.
Had not been checked into LZ.
Helicopter was brought in via Cairns.
EXXON has banned all landings at Ambua for MCJV staff.
TM
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Was not operated by Heli Charters.
Heli Charters arranged the CofA, and exported the machine to PNG.
Was not a VH rego on a FAOC.
Is registered P2-PAR.
Was operated by an Indian company.
Heli Charters arranged the CofA, and exported the machine to PNG.
Was not a VH rego on a FAOC.
Is registered P2-PAR.
Was operated by an Indian company.
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Tolakuma Manki-
"Exxon has banned all flights in/out Ambua for JV staff"
Why they do that? Was it a direct reaction to this accident?
There is nothing wrong with Ambua lodge helipads or strip for that matter.
Facts - pilot of this longbox had no Niugini time, no turbine time, no mountain time and the machine was a sihtbox. Accident looking for someplace to happen - yep.
PNG CASA-did the AOC operator (presumably Niugini Helicopters in this case) carry out a check ride with the pilot? What about a local familirisation flight?
"Exxon has banned all flights in/out Ambua for JV staff"
Why they do that? Was it a direct reaction to this accident?
There is nothing wrong with Ambua lodge helipads or strip for that matter.
Facts - pilot of this longbox had no Niugini time, no turbine time, no mountain time and the machine was a sihtbox. Accident looking for someplace to happen - yep.
PNG CASA-did the AOC operator (presumably Niugini Helicopters in this case) carry out a check ride with the pilot? What about a local familirisation flight?
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Exxon has banned all flights in/out Ambua for JV staff"
Why they do that? Was it a direct reaction to this accident?
Why they do that? Was it a direct reaction to this accident?
There is nothing wrong with Ambua lodge helipads
PNG CASA-did the AOC operator (presumably Niugini Helicopters in this case) carry out a check ride with the pilot? What about a local familirisation flight?
Over to you Capt K.
Thread Starter
I somehow very much doubt that the pilot done a check ride with CASA as there aren't currently any R/W FOIs, although I think all that's about to change in the next month or so I'm led to believe.
As far as Ambua being an easy place to get into, well I'd like to see some place difficult if Ambua is considered to be somewhat easy. I also heard that the helicopter may have been operating under private ops, can't really see how however that info come from a pritty reliable source. Regardless of this and no disrespect to the pilot involved, it really is a disappointment that such an accident of this nature has occurred, new pilot etc, having such an accident doesn't paint a very good picture of the industry.
I just hope the accident investigators can outline the facts and make recomendations for changes, if required as a result of this accident. Having just read the Kokoda accident report I must say that I feel things may be changing for the better, as long as the AIC can continue to get the appropriate funding. It's also good to see the AIC is headed by one of our wantoks !
As far as Ambua being an easy place to get into, well I'd like to see some place difficult if Ambua is considered to be somewhat easy. I also heard that the helicopter may have been operating under private ops, can't really see how however that info come from a pritty reliable source. Regardless of this and no disrespect to the pilot involved, it really is a disappointment that such an accident of this nature has occurred, new pilot etc, having such an accident doesn't paint a very good picture of the industry.
I just hope the accident investigators can outline the facts and make recomendations for changes, if required as a result of this accident. Having just read the Kokoda accident report I must say that I feel things may be changing for the better, as long as the AIC can continue to get the appropriate funding. It's also good to see the AIC is headed by one of our wantoks !
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Papua New Guinea was one of the most challenging rotary-wing environments I have worked in. High DA + awkward landing areas + high payload requirements + high flying hours + c*ap wx = a fair challenge.
In terms of safety, unless the operators take the lead, then the only alternative is for the DCA to do its bit by recruiting one or more highly qualified personnel and establishing a flight standards department which regularly inspects operations 'in situ' and follows up on the implementation of any recommendations emerging from the various accident reports.
Better still the oil, gas and mineral clients should require subscription to something akin to the OGP guidelines (but sensibly adapted to PNG's unique environment) and thereby actively subscribe to lifting the standard of the game overall. While this may escalate the hourly rates, if compliance with basic standards of professionalism becomes a requirement of selection for business then at least these clients will have bought a greater assurance of safety for their personnel.
In my day he was P2 on the Pumas and used to wear a red helmet with the wording 'Capt. Bush Kanaka' written on the back of it! 
Sav
Papua New Guinea was one of the most challenging rotary-wing environments I have worked in. High DA + awkward landing areas + high payload requirements + high flying hours + c*ap wx = a fair challenge.
In terms of safety, unless the operators take the lead, then the only alternative is for the DCA to do its bit by recruiting one or more highly qualified personnel and establishing a flight standards department which regularly inspects operations 'in situ' and follows up on the implementation of any recommendations emerging from the various accident reports.
Better still the oil, gas and mineral clients should require subscription to something akin to the OGP guidelines (but sensibly adapted to PNG's unique environment) and thereby actively subscribe to lifting the standard of the game overall. While this may escalate the hourly rates, if compliance with basic standards of professionalism becomes a requirement of selection for business then at least these clients will have bought a greater assurance of safety for their personnel.
It's also good to see the AIC is headed by one of our wantoks!
Sav
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Tolukuma manki-re. the Ambua lodge pads-
Ambua Lodge helipads and airstrip have been there for a long time. Plenty of safe helicopter movements have been carried out by competent pilots over many many years. There are swags of far more challenging helicopter pads to operate into and out of in the highlands of PNG. Many have yeilded to the rampant jungle re-growth and dissappeared!
Could I be so bold as to suggest that perhaps the Ambua Lodge helipads should be utilised by pilots who have at least got a commercial helicopter licence and maybe even some mountain time given that the pads are roughly 6500'-7000' amsl. Being checked out in an area of operations by a more experienced pilot could have helped - weather hints, effective approaches, escape routes, passes & gaps, ummm operating with limited poer, loss of tail rotor effectivness - all very much a task by task consideration for a PNG helicopter pilot. There are people out there who came into PNG with 3000+hrs of good productive and challenging commercial helicopter time and the operating conditions have 'checkmated' the poor folk quicktime into the 3 layer canopy jungle - it can be a very very difficult enviornment to operate in - not just for pilot and passenger and helicopter but for engineer, op's managers, clients and owners.
Just my few toea worth.
Ambua Lodge helipads and airstrip have been there for a long time. Plenty of safe helicopter movements have been carried out by competent pilots over many many years. There are swags of far more challenging helicopter pads to operate into and out of in the highlands of PNG. Many have yeilded to the rampant jungle re-growth and dissappeared!
Could I be so bold as to suggest that perhaps the Ambua Lodge helipads should be utilised by pilots who have at least got a commercial helicopter licence and maybe even some mountain time given that the pads are roughly 6500'-7000' amsl. Being checked out in an area of operations by a more experienced pilot could have helped - weather hints, effective approaches, escape routes, passes & gaps, ummm operating with limited poer, loss of tail rotor effectivness - all very much a task by task consideration for a PNG helicopter pilot. There are people out there who came into PNG with 3000+hrs of good productive and challenging commercial helicopter time and the operating conditions have 'checkmated' the poor folk quicktime into the 3 layer canopy jungle - it can be a very very difficult enviornment to operate in - not just for pilot and passenger and helicopter but for engineer, op's managers, clients and owners.
Just my few toea worth.
Since this accident has been mentioned in another currently active Rotorheads thread, I took a look. The LongRanger was variously reported in earlier posts to be P2-PAR. That helicopter was reported to have crashed at Tari (in PNG) on 24 March 2011, consistent with when this thread was started: https://www.austairdata.com.au/compo.../8415:p2-par-2 . Also Ambua Lodge is a relatively short distance away from Tari as seen on Google Maps.
But there is no report of a LongRanger crash in PNG on or around that date in the ASN Wikibase, which I had previously assumed was quite comprehensive: https://aviation-safety.net/asndb/year/2011/8
AustAirData also indicates that prior to being registered P2-PAR on 12 Feb 2011 (only a month or so before the crash), this LongRanger had been registered VT-PAR and prior to that N5379D. There is no indication it ever made it onto the Australian (VH-) register.
But there is no report of a LongRanger crash in PNG on or around that date in the ASN Wikibase, which I had previously assumed was quite comprehensive: https://aviation-safety.net/asndb/year/2011/8
AustAirData also indicates that prior to being registered P2-PAR on 12 Feb 2011 (only a month or so before the crash), this LongRanger had been registered VT-PAR and prior to that N5379D. There is no indication it ever made it onto the Australian (VH-) register.
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If so, DI is no longer with us. Passed away last year, I think.
As for Ambua being a difficult place to operate in, I operated from there countless times over a twenty-year period, and it never crossed my mind that it was any more difficult than the average pad in PNG. Nobody warned me, so I guess I was lucky to get away with it.
ETA: No more difficult than many pads in The Highlands of PNG.
I think the pilot involved in the 206 prang went on to have another one not too long afterward and did not survive.
As for Ambua being a difficult place to operate in, I operated from there countless times over a twenty-year period, and it never crossed my mind that it was any more difficult than the average pad in PNG. Nobody warned me, so I guess I was lucky to get away with it.
ETA: No more difficult than many pads in The Highlands of PNG.
I think the pilot involved in the 206 prang went on to have another one not too long afterward and did not survive.
"I think the pilot involved in the 206 prang went on to have another one not too long afterward and did not survive"
Link here: https://www.atsb.gov.au/publications...ir/ao-2011-110
Link here: https://www.atsb.gov.au/publications...ir/ao-2011-110
"I think the pilot involved in the 206 prang went on to have another one not too long afterward and did not survive"
Link here: https://www.atsb.gov.au/publications...ir/ao-2011-110
Link here: https://www.atsb.gov.au/publications...ir/ao-2011-110
No the aircraft never made it onto the VH register, it was all done via shonkey private ops deals with $$ being the motivating factor behind every decision
