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The ATSB has found the pilot of a Fairchild Metro 23 that collided with a hangar at Perth Airport last year mistakenly believed its faulty brakes were functioning.
The Skippers Aviation aircraft, VH-WAJ, was operating a charter flight from Forrestania on 12 August 2024 with two flight crew and four passengers on board when it sustained a complete loss of hydraulic system pressure on its descent into Perth, the ATSB said in its final report.
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The crew entered a holding pattern to determine the appropriate speed and extra distance required to conduct a flapless landing at Perth, and for the captain to instruct the first officer on how to conduct a manual extension of the landing gear using the hand pump.
Dr Stuart Godley, director of transport safety at the ATSB, said: “The captain advised air traffic control that a tow vehicle would be required to get the aircraft from the runway to the apron.”
The captain then took over as pilot flying due to the first officer’s limited experience and conducted an uneventful flapless landing on Perth’s runway 24.
“After landing, the captain could not see or establish direct communication with the requested tow vehicle. Finding some brake pressure evident, the captain opted to taxi to the apron,” Godley said.
As the aircraft approached the hangar, its speed increased due to a slight downhill gradient, and braking was ineffective.
“Aiming to avoid a collision, the captain momentarily used reverse thrust, but then shut down the engines and feathered the propellers before the aircraft’s right wingtip, and then propeller, collided with the hangar at a low speed,” Godley said.
The aircraft came to a rest and all occupants then disembarked safely.
The investigation report notes that the first officer was a cadet in training with 325 hours total flying experience, and about 34 hours on type.
“Consistent with this minimal experience, the first officer’s ability to contribute to the in-flight emergency management was limited,” Godley said.
“This meant the captain was required to manage the emergency, effectively taking on both the pilot flying and pilot monitoring roles, and reducing their ability to manage the emergency effectively.”
After stopping on the taxiway after landing, the captain mistakenly assumed the brakes were functioning, after noting some braking pressure was evident.
“Unable to locate or contact the tow tug, and influenced by self-imposed time pressure, the captain chose to taxi to the apron, and the minimal available braking capacity meant the crew was unable to stop the aircraft.”
The investigation found the hydraulic failure occurred when a crack in a hydraulic line led to a hydraulic fluid leak.
According to Godley, the investigation highlights the necessity for accurately assessing system functionality following an in-flight failure and the need to follow standard operating procedures.
“Vigilance when assessing aircraft performance and an objective assessment of system status are vital to minimise opportunities for error and avoid relying on potentially misleading indicators,” he said.
“This incident highlights the importance of prioritising procedural compliance in uncertain circumstances, especially when experiencing perceived pressure in non-normal situations.”
