Goroka airport incident

The National Letters

THIS is concerning the incident that occurred at Goroka by CASA 235M, which was reported in The National on May 28.
Aircraft safety is paramount.
The Aircraft Investigation Commission (AIC) revealed that PNG Defence Force Aircraft, CASA 235M landed on a runway that was closed for maintenance.
It is simple understanding that when the runway is closed, it is closed. Period.
More so, the closure of Goroka runway was reported on the NOTAM (Notice to Airman) for 12 months and there is no excuse for the aircrew of CASA 235M not to know that. However, some of the findings by AIC is shallow or coerced to do so.
Therefore, some of the reasons given by AIC indicated that CASA PNG is not updating its enroute charts, VISCOM Charts, Aeronautical Information Publication (AIP), NOTAM, etc.
Beside these, who is responsible or at fault for not marking unserviceability markings on the closed runway at Goroka airport?
These finding are not credible because there are so many loose ends from the report.
Here are some examples which require clarification:

  • Inadequate flight planning by the crew;
  • Crew using outdated en-route charts;
  • Crew did not access the NOTAM; Unserviceability markings on the runway;
  • CASA 235M is the state of the art aircraft and there is no problem with communications between the control tower and the aircraft;
  • In all military aircraft, there are three types of radio communications system (radios) fitted and they are High Frequency (HF), Ultra High Frequency (UHF), and Very High Frequency (VHF);
  • The investigation did not find the unserviceable engine propeller gear box. Unfortunately, the unserviceable propeller gear box was there all the time.
  • The Air Element and the only flying and training unit, Air Transport Squadron, has the following books of reference for their operations:
  • Flight operations – Air Element orders;
  • Aircraft types standing operating procedures; and
  • Flying order book; and

Maintenance – maintenance standing operating procedures (SOPM)
I am one of the founding fathers of ATS since its inception originally as ARDU B Flight RAAF Base Laverton, Melbourne, Victoria, in January 1975.
At the same time I was the first national commanding officer, who localised the position on Nov 18, 1987, and commanded the unit for four years in Lae.
I love the unit and my heart and soul is with that unit.
It saddens me to contemplate the fiasco that is happening in the air element and the Flying Unit as a whole.
The unit has lost its pride, commitment, integrity, direction and unbecoming of a professional military flying unit.
This incident at Goroka has closed the chapter of mishaps, cowboyism, unprofessional, etc, further to this, there are too many shortcuts practised by the aircrew at the unit level and at the PNGDF headquarters.
Cut this nonsense out. The PNGDF hierarchy is condoning such actions.
In a fling organisation, there are two independent units –flight operations and maintenance flight.
The cardinal rule is that air crew cannot fix aircraft and likewise the ground crew cannot fly aircraft. Simply, pilots are the drivers and ground crew are the fixers. There is no exception.
I left the force 30 years ago, on retirement. I can remember what the pilots requirements are before airborne.
These requirements are:

  • ATS base (aircrew) – Aircraft captain goes into the maintenance co-coordinating office to sign for the aircraft maintenance record book (AO71) to accept the aircraft as being serviceable;
  • The aircraft must be serviceable before it is released for flying duties;
  • CAA or CASA PNG (Aircrew)

1. Flight planning;
2. Check for AIP amendments;
3. Check for NOTAMS;
4. Weather report for the whole country, departure and arrival ports and en route
5. Airborne aircraft is always in contact with the air traffic controller during the flight; and
6. If the aircraft is landing in an uncontrolled air field, the pilot is required to call the flight service to get any information like the weather and aerodrome serviceability state.
The CASA PNG as the regulatory body for all aviation matters has done its part in investigating the incident at Goroka.
Likewise, has the PNG Defence Force played its part in conducting a separate military investigation? This is important because the findings will avert anymore happenings of this nature to occur.
The PNG Defence Force must be mindful of the fact that a professional military pilot’s action is now in question.
Because the public will question the credibility on military pilot training that is being conducted now.
We had produced some of the best pilots in this country.
They are now flying overseas with some of the best airlines in the world.
And at home, former Defence Force pilots are now holding senior positions with Air Niugini and CASA PNG.
Therefore, actions like this will not give any credence to Air Element Officers a ticket to be employed in the Aviation Industry.
I am sorry and I do apologise if I have stepped on some toes, but I cannot sit back and watch the demise of ATS and the Air Element.
Remember there is no second chance in flying and we live only once.

Ignatius Lai, OBE
Wing Commander
Air Force One (Retired)