- 20/4/2025
Vào ngày 23 tháng 1 năm 2020, một chiếc Lockheed EC-130Q Hercules , thuộc sở hữu của Coulson Aviation , đã bị rơi khi đang chữa cháy trên không cho Sở Cứu hỏa Nông thôn New South Wales trong các vụ cháy rừng mùa hè đen tối của Úc . Cả ba phi hành đoàn trên chuyến bay đều tử vong khi máy bay đâm vào một cái cây trước khi va chạm với mặt đất, sau đó là một vụ cháy nhiên liệu sau va chạm. Các nạn nhân là cư dân Hoa Kỳ đang ở Úc để giúp dập tắt nhiều vụ cháy rừng lớn trong khu vực.
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05:42Cảm ơn các bạn đã theo dõi.
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07:54The C-130 is an amazing aircraft. It's a robust, strong airplane that was built to haul and deliver a lot of cargo and a lot of weight. They make wonderful air tankers.
08:06C-130 air tankers are retrofitted with structural reinforcements in their fuselage to accommodate tanks that carry more than 16 tons of fire retardant.
08:17Having four big engines on the C-130 like that, it is wonderful to be able to power out of something if you find yourself in a position to be in trouble.
08:30But no aircraft is invulnerable. And for professional flight crews, safety is a priority.
08:39The 737 crew is dead right. These wings are too crazy. All right, I'm calling this one off. I'll notify fire control.
08:47Kuma FCC, Coulson B-134.
08:50Go ahead, Coulson B-134.
08:52Kuma FCC, conditions at Adam enemy, too smoky and windy.
08:56There's no way to make a drop here.
08:58Copy that, Coulson B-134.
09:00The Fire Control Centre in Kuma, Australia, serves as a local base for the New South Wales Rural Fire Service.
09:09It coordinates firefighting efforts in the area, both on the ground and in the air.
09:14B-134, we're sending through coordinates for an alternative target, the peak view.
09:20Standby.
09:24Your new heading is 085.
09:27Copy that, Kuma FCC, 085. Proceeding to peak view.
09:31The C-130 is directed to another fire.
09:37New heading is set.
09:39All right, plan B. Here we go.
09:42When you've got a crew assessing the situation and saying, is it a little bit too windy, it's a little bit too smoky, let's not drop here.
09:49It's a good thing to have the ability to go on to another location.
09:55The C-130 is rerouted to an area 58 kilometers to the east of Adam enemy, known as peak view.
10:03A remote area of hills and farmland running up to a mountain ridge.
10:07All right, let's see what we've got here.
10:12There, along that ridge line.
10:16If we aim for the east side.
10:18I see it.
10:19Yeah, that could work.
10:21Let's get a closer look.
10:23Starting first circuit now.
10:24Following standard procedure, the C-130 flies several low altitude circuits over the fire ground.
10:36There's a multitude of factors that air tanker pilots look at when they go into a fire.
10:41We're talking about the fire behavior.
10:44We're talking about the weather.
10:46What are my escape routes like?
10:49All right, that's three circuits.
10:51I'd say we're good to drop just east of that ridge there.
10:54Agreed?
10:55Yes, sir.
10:56Good to go.
10:58Standby.
10:59Descending towards drop area.
11:01Now all that's needed is for the C-130 to get in close enough to make a successful drop.
11:12The crew of Bomber 134 prepares to drop a load of fire retardant on a wildfire near Peak View, Australia.
11:21Okay, there's our line.
11:22Release point in sight.
11:23Rolling in on final.
11:24Passing through 400 feet.
11:25300.
11:26Standby to drop.
11:27Hang on, almost there.
11:28Probably the most critical time in this whole process is on the drop because you're losing a lot of weight on the airplane, which means the aerodynamics of the airplane is not going to drop.
11:34You're going to need to climb fast.
11:35You're going to need to climb fast.
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15:05Chúng ta đã được tìm hiệu tình dịch bản thông tin,
15:10nên chúng ta đã bắt đầu tìm ra dịch bản thông tin tồn.
15:17Má dịch bản thông tin tồn ra của chúng ta đã bắt đầu tìm.
15:21Bài tập tồn vọng.
15:25Trên c-130 đã được vòng bí tồn vũ, nhưng không có tất cả trả tài tài tài tài tài tài tài tài tài tài.
15:30Vì sao?
15:30Nhưng nó không có hồn.
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18:39Või.
18:41Või.
18:43Cảm ơn các bạn đã theo dõi.
18:45Või.
18:47Või.
18:49Või.
18:51Või.
18:53Või.
18:55Või.
18:57Või.
18:59Või.
19:01Või.
19:02Või.
19:03Või.
19:04Või.
19:05Või.
19:06Või.
19:07Või.
19:08Või.
19:09Või.
19:10Või.
19:11Või.
19:13Või.
19:14Või.
19:15Või.
19:16Või.
19:17Sy cou Spin.
19:19Või.
19:20Ja.
19:21Või.
19:22Või.
19:23Või.
19:25Või.
19:26Või.
19:27Või.
19:28Või.
19:29Või.
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21:52And through the remaining images
21:53The plane appears to be sinking
21:56Looks like a stall
21:58All the signs are there
22:01The witness video showed
22:05That the aircraft's final movements
22:07Were consistent with an aerodynamic stall
22:10In terms of the aircraft stopped climbing
22:13And the rolling movement
22:15Of the aircraft
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29:12Even if the C-130 was flying at stall speed, investigators examined the ground speed recorded in the tracking data
29:20We didn't have the airspeed and therefore had to estimate it based on ground speeds that had been recorded
29:30Okay, ground speed for the C-130 is 144 knots before they drop the retardant, increasing to 151 knots before impact
29:41Alright, now let's factor in the wind speed
29:46We knew that they were flying in hazardous environmental conditions which included gusting and changing wind conditions
29:53And this then posed a challenge for us to determine what the airspeed was
29:58Airspeed measures a plane's speed relative to the air it's flying through
30:03That's the weather at peak view
30:13Less than a mile from the crash site
30:15We've got a lot of turbulence with winds gusting
30:20From the north west
30:2315, 30 and 40 knots
30:30Pull up the aerial image from the crash site
30:37What direction was the C-130 flying?
30:47Right after the drop the C-130 was flying south-south-east
30:49Right after the drop the C-130 was flying south-south-east
30:53With winds from the north west that would mean they would have had a tailwind
31:01Tailwind as high as 40 knots
31:03That's extreme
31:05Sounds like wind shear
31:07Wind shear is a sudden change in the wind's direction or speed
31:23Resulting in drastic changes to a plane's airspeed
31:27At low altitudes it can be deadly
31:31If you have a sudden tailwind that's going to rob you of airspeed
31:35And you may have a struggle of staying in the air
31:37Alright
31:39We've got the wind speed now
31:41Let's calculate the airspeed
31:43To calculate the C-130's airspeed
31:45Investigators also factor in other weather data on the day
31:49Temperature
31:51Atmospheric pressure
31:53The airspeed was between 100 and 123 knots in the last 20 seconds of flight
32:03There it is
32:05There it is
32:07The C-130's airspeed falls within its stall speed in those conditions
32:15The team concludes the plane was hit by wind shear
32:19Whoa
32:21Hang on
32:23That resulted in a sudden increase in tailwind
32:25Still not gaining altitude
32:27Which robbed the plane of vital airspeed
32:29And caused it to stall
32:41Here's what's troubling
32:43Many planes experience wind shear events and don't crash
32:47So why did the C-130
32:59Investigators examine Colson's onboard safety features
33:03To determine if their pilots were equipped with a warning system
33:07That could have helped them recover from wind shear events
33:09Looks like some of the Colson aircraft like the 737
33:11Looks like some of the Colson aircraft like the 737
33:13Looks like some of the Colson aircraft like the 737
33:15Have an onboard wind shear warning system
33:17We got wind shear
33:19Wind shear
33:21Wind shear
33:23Wind shear
33:25Wind shear
33:27Wind shear
33:28Wind shear
33:29Affirmative
33:30Terrain
33:31Terrain
33:32Pull up
33:33Any time you can put something in the cockpit
33:35That is going to give you the capability of identifying wind shear
33:37Or the potential for wind shear
33:39It is a win
33:41Did the Colson C-130 fire bomber also have a wind shear warning system?
33:53The C-130 did not have a wind shear warning system
33:59The C-130 H model aircraft was built in the early 80s
34:07Whoa, hang on
34:09Colson believed that their highly experienced pilots
34:13Would be better able to identify wind shear
34:15Than an onboard warning system
34:19Wind shear
34:20Wind shear
34:21Wind shear
34:22They are trained to recognise the onset of wind shear
34:24Through the degradation of the aircraft performance
34:28Come on
34:30Come on
34:31A wind shear warning at a higher altitude
34:35Would have allowed the crews to immediately respond to the situation
34:40But if such a warning occurred at a low altitude
34:44There may not have been sufficient time for the crew to recover
34:48We are at 200 feet
34:49Clear to drop
34:50Dropping, dropping
34:51Load is the way
34:52Investigators conclude that wind shear warning or not
35:07At such a low altitude
35:09Whoa, hang on
35:12Hang on
35:14Come on
35:16With 25,000 pounds of fire retardant still on board
35:20Still not gaining altitude
35:22The C-130 fire bomber was just too heavy
35:25If all the retardant had been dumped
35:28It would have increased the aircraft's performance by about 50%
35:31And lost too much airspeed from the extreme wind shear event
35:37Wind shear
35:39Maximum thrust
35:42As a result of flying into a combination of wind shear and tailwind
35:48At low altitude and a relatively slow speed
35:51The aircraft performance decayed into the stall region
35:54We're stalling
35:56Resulting in the aircraft colliding with terrain
35:58But understanding why the C-130 crashed doesn't entirely explain the accident
36:17Given the dangerous conditions, why was the fire bomber even out there?
36:20As aerial firefighting is operating within a very dynamic environment
36:29It's important that any new information or changing information is communicated
36:34To ensure that the safety of flight and the operation as a whole is maintained to a high standard
36:40Investigators examine the vast communication network involved in monitoring and dispatching firefighters
36:47The day the C-130 crashed
36:51Who knew what and when?
36:53There is a large number of individuals at various different locations
36:58All with different information
37:02What were the pilots told about weather conditions in the drop zones?
37:06There are three planes tasked to Adamunabi on the day of the crash
37:09First, the 737 departs at 11.27am
37:19And what time did the C-130 depart?
37:24It departed at 12.05pm
37:29And the bird dog's departure?
37:30What is it?
37:40At 12.04pm, virtually the same time the C-130 departed, the bird dog declined the task
37:47We had learned through the investigation that the bird dog pilot assigned to Adamunabi had rejected that task
38:06But why?
38:07Why did you reject the task?
38:22Investigators speak to the bird dog pilot to understand why he refused the assignment
38:28I was in the snowy mountains a couple weeks earlier
38:30There was heavy turbulence, the bird dog pilot experienced a downdraft and an uncommanded 30 to 40 degree roll
38:44You were able to recover?
38:48Barely, I had to execute an escape maneuver
38:50So, tell me about the day of the accident
39:01The forecast and the conditions were even worse
39:05I didn't think it was safe
39:07I rejected the task
39:10You told the Richmond Air Base manager
39:14Did you tell anyone else?
39:16I thought they would inform the other aircraft
39:18The bird dog pilot expected that their decision not to fly and to reject the task based on the weather
39:33Would be communicated to other crews who were going to operate in that same area
39:39The Richmond Air Base informed the State Air Desk that the bird dog rejected the task
39:45But did the State Air Desk tell other crews?
39:50They didn't tell the 737 or the C-130
39:55What time did the 737 leave Anamunabi?
39:5912.25pm
40:04Did they return to the area?
40:06Doesn't look like it
40:08The conditions were really bad
40:09The pilot in command warned the bird dog of the conditions and that they wouldn't be returning to the area
40:22That's not all, they also reported the situation to Kuma Fire Control
40:35Kuma, FCC, this is B-137, conditions in Adamunabi are dangerous
40:37Cancel all aircraft operating in the area
40:38They even radioed the Richmond Air Base
40:53Investigators learned the 737 made multiple efforts to advise others of the dangers in Adamunabi
40:59Did anyone inform the C-130 of those messages?
41:06Not the Richmond Air Base, not the State Air Desk
41:13No official body told the C-130 that conditions were worsening
41:17While there was a lot of information that was being shared with all the flight crews on that particular day
41:23There were missed opportunities to provide the crew of Bomber 134 with a lot more information about what was happening in this area
41:36Looks like the 737 overheard the C-130 on the approach frequency and reached out to them
41:44We just did a drop
41:46Conditions are very bad
41:48We had some crazy wind and visibility is really poor
41:51You can go take a look but I'm not going back there
41:54Copy that B-137, we'll assess conditions carefully
41:58Thanks for the warning
42:00Despite warnings about the conditions at Adamunabi proving to be correct
42:06The 737 crew was dead right
42:08Kuma FCC, there's no way to make a drop here
42:10Copy that
42:12The crew of B-134 was sent to a second location just 10 minutes away at peak view
42:17Your new heading is 085
42:20Copy that Kuma FCC, 085
42:23Even though it was the C-130 crew's decision
42:29They didn't get a complete picture of the risky conditions they were flying into
42:33If additional sources had warned the C-130 of the conditions in the area
42:39The crew may have rejected the task at peak view
42:43The ability of flight crews to make the most informed decision about the safety of continuing these operations in a high risk environment
42:51Relies on clear, solid communication of all of the available information
42:57Whether that be from local crews and their activities
43:01Or from task projections based on previous experience
43:09In the ATSB's final report, they make many detailed recommendations
43:13Including fitting wind shear warning systems on all C-130 fire bombers
43:21Above all, the ATSB highlights the need for new procedures for making risk-based decisions
43:27Aerial firefighting pilots are not reckless individuals, they're very smart and methodical
43:36This is definitely a brotherhood of pilots
43:40And I believe that in aerial firefighting
43:44When a pilot's lost
43:46It's not only felt by one person and their family, the families of the pilots, the company
43:52But it's felt throughout the whole industry
43:54And it's felt throughout the whole industry
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