The Director of National Parks did not actively manage the risk of the aerial culling task being conducted in the Kakadu National Park, or effectively supervise the operation. As a result, an increase in the number of crew, a change in helicopter type and change of helicopter operator all progressed without requisite risk management. This exposed crew to avoidable harm during low-level aerial shooting operations.
The ATSB is satisfied that the risk of this safety issue has decreased through improvements to the Director of National Parks management of aviation safety risk, including the employment of an aviation specialist, the development of a suite of documents, and changes to its process for supervising operations.
Issue finalisation date: 24 February 2022
In January 2021, the Director of National Parks (DNP) advised of the following safety action:
The DNP has undertaken a range of actions to address safety issues relating to managing risks associated with aerial culling operations. In particular, the DNP has undertaken a specialist aviation safety review into its aerial culling operation risk assessment and aviation activity services contracts, resulting in:
Helpfully informed by the ATSB’s review, next steps are underway and will include:
At a local KNP [Kakadu National Park] level, the DNP has also…
On 23 February 2022, the Director of National Parks (DNP) provided a suite of documents including:
• Interim Aircraft Safety Policy
• Review of Interim Aircraft Safety Policy
• Aircraft Safety Policy
• Risk assessment for Kakadu Helicopter Operations
• Operational plan for the 2022 Kakadu culling program
• SOP for aerial culling
• SOP for safety around helicopters
• Flight harness use and maintenance procedure
• Daily aircraft SAR form.
The DNP also advised that it had employed an aviation safety professional to review policy and advise on amendments. This filled the gap between aviation service providers and auditing of those providers. Ensuring that DNP’s aims and intended usage were considered alongside development of safe operation.
The risk controls recorded set a standard of aircraft condition and operation. There is space to describe the evidence of compliance for each control, which when checked for implementation will provide for border understanding of risk for the crew, and the best opportunity for success of an aerial work mission. Verification of the completion of a risk assessment is required on the daily prestart checklist and requires the signature of the overall coordinator.
The management of aviation safety risk is greatly improved through this suite of documents. There is also a requirement for supervision locked into the process.