Gold Coast SeaWorld helicopter crash inquest to examine safety systems, pilot training, and drug use

The widow of a SeaWorld Helicopters pilot, who was one of four killed in a horrific mid-air collision near the Gold Coast theme park, has appeared at a pre-inquest conference ahead of a coroner setting a tentative time frame to examine the tragedy.

Kosha Richardson-Johnson is the widow of SeaWorld Helicopters’ chief pilot, Ashley Jenkinson, whose death is partly the subject of high-profile coronial proceedings following the 2023 disaster.

The tragedy unfolded when two Eurocopter EC130 helicopters departed from separate helipads for a joy flight over the Gold Coast strip just before 2pm on January 2, 2023.

Both choppers collided mid-air above the Southport Broadwater – one attempting to land, the other taking off.

Mr Jenkinson, Sydney mum Vanessa Tadros, and British newlyweds Diane and Ronald Hughes all died in the crash.

Ms Tadros’ son Nicky, Victorian mum Winnie De Silva and her son Leon were seriously injured, but survived.

Pilot Michael James, who was in the other helicopter, managed to land his badly damaged aircraft on the sand.

He and five of his passengers were also injured.

Dates for the inquest have not been set, but Coroner Carol Lee on Monday indicated an inquest could begin by November this year.

Ms Jenkinson sat quietly in the back of the Coroners Court in Brisbane as Ian Harvey, counsel assisting the coroner, ran through the issues Ms Lee would need to consider during the proceedings.

He said following the collision, an “intense” rescue and recovery effort was undertaken after the crash.

The court was told the circumstances surrounding the collision have been the subject of a heavy scrutiny investigation by the nation’s transport safety watchdog and Queensland Police.

Mr Harvey said there were a number of areas – including how the collision occurred and whether poor safety management systems were to blame – which overlapped with the Australian Transport Safety Bureau’s investigation.

“However, the ATSB is restrained legislatively from disclosing specific details of their investigation,” he said.

“A substantive issue concerns the way the air operator, SeaWorld Helicopters, was conducting its passenger air operations business on and before January 2, 2023.

“The focus here is the level, nature and efficacy of safety management systems in place concerning the conduct of those operations.”

SeaWorld Helicopters staff and operators are expected to be called to give evidence in regards to this.

Mr Harvey said the coronial process would allow further understanding if SeaWorld Helicopters undertook “appropriate” safety assessments.

Both helicopters involved in the crash had only been recently cleared for use by SeaWorld Helicopters, he said.

The court was told each helicopter had a different steering side, and the inquest would need to examine what kind of training the pilots received in order to fly these aircraft.

Mr Harvey said the ATSB found there were issues with transmissions on the day of the tragedy due to defects with the equipment on board the helicopters, including radios.

SeaWorld heli crash victims

“This goes back to the issue of the certificate of airworthiness … one can assume someone has closely looked at all aspects of airworthiness of that aircraft, including the radio transmission systems,” he said.

“It’s noted from the report that SeaWorld Helicopters has introduced a position of pad boss into their operations, and the results of that initiative can be explored further.

“Another … is whether the passengers on board were provided with adequate passenger safety briefings and fitted with seatbelts.”

The court was told illicit drug use would also be an issue at the inquest, with Mr Harvey noting the ATSB found it was “likely” Mr Jenkinson had consumed the drug cocaine days before the crash.

But the ATSB concluded on the basis of toxicology reports that it was “unlikely” Mr Jenkinson would have been directly affected by the drug on the day of the crash.

“This issue must be considered in the context of all evidence which will be placed before the court,” Mr Harvey said.

Ms Lee gave parties a month to respond in writing to concerns around witness lists and proposed inquest dates, noting dates were available between November 24 to December 19.

“I would prefer to at least start – if we can’t finish, at least start proceedings before the end of the year,” Ms Lee said as Mr Harvey noted that December approached the court’s closure over Christmas.

The inquest was adjourned to a date to be fixed.

The ATSB’s final report into the crash, released last month, detailed that numerous safety gaps were present and not addressed by SeaWorld Helicopters before the disaster took place.

In its report, the ATSB said the system in place, intended to warn pilots of the presence of another helicopter, was “flawed” – leading to both pilots not having an accurate understanding of where the other was.

A “conflict point” was created due to the helipads being in such proximity, the report states.

“Limitations in visibility from both helicopters and especially VH-XKQ (the departing chopper), combined with competing priorities and an understanding that the airspace was clear, led to a midair collision as both helicopters were passing through the conflict point created by the positioning of the helipads,” the report said.

The ATSB found that operator procedures for scenic flights were not “wholly specific” to their operation, introducing variability in pilot decision-making and the conduct of scenic flights, which created additional confusion.

“The operator’s system of radio calls, hand signals and conspicuity devices, intended to warn pilots of the presence of another helicopter, was flawed,” the report continues.

“As a result, both pilots formed an incorrect understanding about the location of the other helicopter.”