atsb final report released 16 may 2013 - Ambulance Service of NSW

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TERMINOLOGY USED IN THIS REPORTOccurrence: accident or incident.Safety factor: an event or condition that increases safety risk. In other words, it issomething that, if it occurred in the future, would increase the likelihood of anoccurrence, and/or the severity of the adverse consequences associated with anoccurrence. Safety factors include the occurrence events (e.g. engine failure, signalpassed at danger, grounding), individual actions (e.g. errors and violations), localconditions, current risk controls and organisational influences.Contributing safety factor: a safety factor that, had it not occurred or existed at thetime of an occurrence, then either: (a) the occurrence would probably not have occurred;or (b) the adverse consequences associated with the occurrence would probably not haveoccurred or have been as serious, or (c) another contributing safety factor wouldprobably not have occurred or existed.Other safety factor: a safety factor identified during an occurrence investigation whichdid not meet the definition of contributing safety factor but was still considered to beimportant to communicate in an investigation report in the interests of improvedtransport safety.Other key finding: any finding, other than that associated with safety factors,considered important to include in an investigation report. Such findings may resolveambiguity or controversy, describe possible scenarios or safety factors when firm safetyfactor findings were not able to be made, or note events or conditions which ‘saved theday’ or played an important role in reducing the risk associated with an occurrence.Safety issue: a safety factor that (a) can reasonably be regarded as having the potential toadversely affect the safety of future operations, and (b) is a characteristic of an organisation ora system, rather than a characteristic of a specific individual, or characteristic of an operationalenvironment at a specific point in time.Risk level: the ATSB’s assessment of the risk level associated with a safety issue is noted inthe Findings section of the investigation report. It reflects the risk level as it existed at the timeof the occurrence. That risk level may subsequently have been reduced as a result of safetyactions taken by individuals or organisations during the course of an investigation.Safety issues are broadly classified in terms of their level of risk as follows:• Critical safety issue: associated with an intolerable level of risk and generallyleading to the immediate issue of a safety recommendation unless correctivesafety action has already been taken.• Significant safety issue: associated with a risk level regarded as acceptable only ifit is kept as low as reasonably practicable. The ATSB may issue a safetyrecommendation or a safety advisory notice if it assesses that further safety actionmay be practicable.• Minor safety issue: associated with a broadly acceptable level of risk, althoughthe ATSB may sometimes issue a safety advisory notice.Safety action: the steps taken or proposed to be taken by a person, organisation or agency inresponse to a safety issue.- viii -
FACTUAL INFORMATIONHistory of the flightOn 24 December 2011, two people were canyoning 1 in the Budderoo National Park,about 16 km west-south-west of Wollongong Airport, New South Wales (NSW). Atabout 1615 Eastern Daylight-saving time 2 , one of the canyoners was abseilingadjacent to a waterfall known as Bridal Veil Falls when his rope failed and he fellonto a rock ledge that was situated about 15 m above the bottom of the falls(Figure 1). The canyoner was seriously injured. In response, the uninjured canyoneractivated a 406 MHz emergency personal locator beacon that resulted in the RescueCoordination Centre Australia (RCC) declaring a distress phase at 1636. A shorttime later the RCC contacted the Ambulance Service of New South Wales(ASNSW) Rapid Launch Trauma Coordinator and requested the assignment of arescue helicopter to track to the beacon.Figure 1: Bridal Veil Falls 3Uninjured canyoner’spositionInjured canyoner’spositionSource: New South Wales Police ForceAt 1717, an Agusta Westland AW139 helicopter, registered VH-SYZ and operatingas ‘Rescue 24’, departed from its base at Bankstown Airport, NSW for the advisedbeacon location. 4 On board the helicopter were the pilot, who was seated in the1234The sport of travelling down a river situated in a canyon by a variety of means includingscrambling, floating, swimming and abseiling.Eastern Daylight-saving Time was Coordinated Universal Time (UTC) + 11 hours.Both waterfalls are collectively known as Bridal Veil Falls.Although closer, a Wollongong-based rescue helicopter had already been assigned to anothermission at the time the RCC request was made to the ASNSW.- 1 -
Page 1: Helicopter winching accidentInsert
Page 4 and 5: Published by: Australian Transport
Page 6 and 7: CONTENTSSAFETY SUMMARY ............
Page 8 and 9: DOCUMENT RETRIEVAL INFORMATIONRepor
Page 12 and 13: front right seat; an air crewman (A
Page 14 and 15: patient and himself directly undern
Page 16 and 17: paramedics, so the pilot elected to
Page 18 and 19: eported that he did not advise the
Page 20 and 21: advised the ACM to communicate usin
Page 22 and 23: The pilot contacted the ASNSW Medic
Page 24 and 25: and lighting systems. The ACM’s t
Page 26 and 27: 15° cable angle limit. This limit
Page 28 and 29: Figure 13: Winch-mounted lighting (
Page 30 and 31: communications were controlled by t
Page 32 and 33: The ATSB did not examine the accide
Page 34 and 35: Figure 17: Duty paramedic’s ropes
Page 36 and 37: The section of severed cable that h
Page 38 and 39: was night vision goggle (NVG)-capab
Page 40 and 41: ASNSW management and individual ARC
Page 42 and 43: winch training at increased height
Page 44 and 45: tag line was connected to the stret
Page 47 and 48: ANALYSISIntroductionThe ATSB identi
Page 49 and 50: It was also considered unlikely tha
Page 51 and 52: CommunicationDuring the course of t
Page 53: manual, increased the risk that ARC
Page 56 and 57: Other key findings• There was no
Page 58 and 59: Role of the special casualty access
Page 60 and 61:
Risk assessmentAction taken by the
Page 63:
Australian Transport Safety Bureau2
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atsb final report released 16 may 2013 - Ambulance Service of NSW

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