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The crew conducted a visual descent via a series of wide left orbits, maintaining
aircraft speed below 330 kts (maximum operating speed). They completed the
approach checklist and conducted a flight control check above 10,000 ft. They were
unable to enter an RNAV (GNSS)12 approach into the flight management computer;
however, the aircraft was positioned at about 15 NM for a straight-in visual
approach to runway 36. The precision approach path indicator (PAPI) was acquired
at about 16 km (10 NM) and the aircraft landed without further incident at
Learmonth at 1350.
Injuries to persons
Table 1 presents a summary of known information on the extent of passenger
injuries. As some of the people on board received serious injuries, the occurrence
was classified as an accident.13
10 A MAYDAY transmission is made in the case of a distress condition and where the flight crew
requires immediate assistance.
11 Maintenance watch provides 24-hour assistance to enroute flight crews regarding technical issues.
12 RNAV (GNSS) approach: area navigation global navigation satellite system non-precision
approach. Previously termed a ‘GPS approach’.
13 Consistent with the ICAO definition outlined in Annex 13 to the Chicago Convention, an accident
is defined in the Transport Safety Investigation Act 2003 as an investigable matter involving an
aircraft where a person dies or suffers a serious injury, or the aircraft is destroyed or seriously
damaged.
- 5 -
Table 1: Number and level of injuries
Injuries Crew Passengers Other Total
Fatal - - - -
Serious 1 11 - 12
Minor 8 95 - 103
None 3 197 - 200
Total 12 303 - 315
The Western Australia Department of Health reported that 53 people from the flight
received medical treatment at a hospital, and that 12 of those people were admitted
to hospital. Under the Transport Safety Investigation Regulations (2003), a serious
injury is defined as ‘an injury that requires, or would usually require, admission to
hospital within 7 days after the day when the injury is suffered’.14
Given that information about injuries was not able to be obtained from all
passengers, the number of minor injuries would be higher than shown in Table 1.
Further information on injuries and cabin safety matters is presented in Cabin
safety.
Damage to the aircraft
No structural damage to the aircraft was found during an inspection at Learmonth
(see Aircraft examination).
Inspection of the aircraft interior revealed damage mainly in the centre and rear
sections of the passenger cabin. The level of damage varied significantly. Much of
the damage was in the area of the personal service units (located above each
passenger seat) and adjacent panels. The damage was typically consistent with that
resulting from an impact by a person or object. There was evidence of damage
above approximately 10 per cent of the seats in the centre section of the cabin, and
above approximately 20 per cent of the seats in the rear section of the cabin. In
addition, some ceiling panels above the cabin aisle-ways had evidence of impact
damage, and many had been dislodged from their fixed position.
Oxygen masks had deployed from above nine of the seats where there had been
damage to overhead personal service units or adjacent panels. Some of the cabin
portable oxygen cylinders and some of the aircraft first aid kits had been deployed.
Examples of the more significant damage are shown in Figure 2 and Figure 3.
14 The definition of serious injury in the ICAO Annex 13 to the Chicago Convention includes several
conditions, such as hospitalisation for more than 48 hours, fracture of any bone (except simple
fractures of fingers, toes and nose), and lacerations which cause severe haemorrhage. Using the
ICAO definition, there were also 12 serious injuries. However, four of those people were different
to the 12 who were admitted to hospital.
- 6 -
Figure 2: Example of damage to ceiling panels above passenger seats
Figure 3: Example of damage to ceiling panels in aisle
- 7 -
Personnel information
Table 2 summarises the operational experience of the flight crew at the time of the
occurrence. All the flight crew reported that they were well rested prior to the flight.
Table 2: Flight crew experience
Captain First Officer Second Officer
Licence category ATPL15 ATPL CPL
Total flying hours 13,592 11,650 2,070
Total command 7,505 2,020 1,400
Total A330 2,453 1,870 480
Total last 90 days 165 198 188
Total last 30 days 64 78 62
Aircraft information
General information
Aircraft type: Airbus A330-303
Serial number: 0553
Year of manufacture: 2003
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