smell an in the cabin. He became so concerned that he ‘electrical burning smell’ looked under the seat for a lifejacket (T1911), but of course the aircraft was not equipped with them. Dr Parkinson also noticed that the engines were a lot ‘surging’ during the latter third of the flight. This also made Dr Parkinson ‘quite anxious’ (T1912). He accepted that this noise might have been due to the engines not being completely synchronised. Dr Parkinson said that after the flight, he saw Mr Kym Brougham looking intently at the tail of the aircraft. Mr Brougham said he had no memory of having done so (T2346). Mrs Margaret Morgan also noticed a in the aircraft. She said that ‘burning smell’ there was no mention of it in the aircraft, and she noticed nothing else that was amiss during the flight (Exhibit C200a, page 1). Mr Kym Brougham denied allegations by Drs Durairaj and Chisholm that he and Mr Mackiewicz had an argument at Adelaide Airport about being late (T2882-3). He pointed out that the flight was not late (T2542). He said that Mr Mackiewicz did not mention any problems with the aircraft to him that night (T2346). Issues, Discussion and Conclusions Did the right engine of MZK sustain damage on 30 May 2000 when operated lean of peak by Mr Ben Auld on a journey from Port Lincoln to Whyalla? It is not possible to form a conclusion as to whether MZK sustained any damage during the flight on 30 May 2000 when piloted by Mr Auld. There is no reliable evidence of any engine malfunction in MZK after that flight, and Mr Kym Brougham was monitoring the engine carefully, looking for any sign of a problem. It is possible that some damage was caused during that flight, but this can not be demonstrated on the evidence. Witnesses on the charter flight noticed that an engine was than ‘revving’ louder usual, and was surging. A witness also noticed an engine surging during Flight 903, and two witnesses also noticed a burning smell during that flight. Does this evidence
smell an ‘electrical burning smell’ in the cabin. He became so concerned that he looked under the seat for a lifejacket (T1911), but of course the aircraft was not equipped with them. Dr Parkinson also noticed that the engines were ‘surging’ a lot during the latter third of the flight. This also made Dr Parkinson ‘quite anxious’ (T1912). He accepted that this noise might have been due to the engines not being completely synchronised. Dr Parkinson said that after the flight, he saw Mr Kym Brougham looking intently at the tail of the aircraft. Mr Brougham said he had no memory of having done so (T2346). Mrs Margaret Morgan also noticed a ‘burning smell’ in the aircraft. She said that there was no mention of it in the aircraft, and she noticed nothing else that was amiss during the flight (Exhibit C200a, page 1). Mr Kym Brougham denied allegations by Drs Durairaj and Chisholm that he and Mr Mackiewicz had an argument at Adelaide Airport about being late (T2882-3). He pointed out that the flight was not late (T2542). He said that Mr Mackiewicz did not mention any problems with the aircraft to him that night (T2346). Issues, Discussion and Conclusions Did the right engine of MZK sustain damage on 30 May 2000 when operated lean of peak by Mr Ben Auld on a journey from Port Lincoln to Whyalla? It is not possible to form a conclusion as to whether MZK sustained any damage during the flight on 30 May 2000 when piloted by Mr Auld. There is no reliable evidence of any engine malfunction in MZK after that flight, and Mr Kym Brougham was monitoring the engine carefully, looking for any sign of a problem. It is possible that some damage was caused during that flight, but this can not be demonstrated on the evidence. Witnesses on the charter flight noticed that an engine was ‘revving’ louder than usual, and was surging. A witness also noticed an engine surging during Flight 903, and two witnesses also noticed a burning smell during that flight. Does this evidence
Whyalla%20Airlines.docx