Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
22/10/2016	OCC0842	George Town Airport	TAS	Jabiru	55 LSA	Jabiru	2.2	During the first circuit of the day the top engine cowling departed the aircraft. OUTCOME: The orig...
During the first circuit of the day the top engine cowling departed the aircraft. OUTCOME: The originating cause of the cowl separation could not be determined but the CFI conducted an independent inspection and confirmed the pin locking system was secured in the pre-flight cross check. In interviewing the CFI it could not be clearly excluded that the clasp fastenings were correctly secured under the retainers prior to flight. The cowl has never been located, so further investigation cannot be undertaken at this time. It is essential that all pilots and particularly instructors lead by example in timely reporting of all incidents or accidents in accordance with ATSB and Operations Manual requirements.
21/10/2016	OCC0800	Condobolin	NSW	Jabiru	J200	Camit	3300	An oil leak was noticed during flight. Upon inspection after landing an approximately 10 mm split in...
An oil leak was noticed during flight. Upon inspection after landing an approximately 10 mm split in the oil filter was found. OUTCOME: This report has been reviewed by RAAus and logged for any recurrence - the filter was replaced, inspected and tested before the flight continued.
19/10/2016	OCC0784	Gawler Airfield	SA	Jabiru	J170D	Jabiru	2200B	An aircraft was backtracking on the RWY after landing and another aircraft was on final. The aircraf...
An aircraft was backtracking on the RWY after landing and another aircraft was on final. The aircraft that was backtracking had only just turned off and vacated the RWY when the second aircraft touched down to the same position that had recently been vacated. OUTCOME: All pilots are reminded to err on the side of caution to avoid runway proximity incidents, reliance on radio, incorrect procedures, limitations in visual scanning and inattention can all contribute to possible proximity events in the circuit area. Command thinking is a key component of good airmanship and assertive decision making (to reduce risk when a risk is identified) is paramount. When any doubt exists regarding the safety of continuing an approach the only decision should be to conduct a missed approach as early as possible.
18/10/2016	OCC0787	Bundaberg	QLD	Jabiru	J160-C			DEFECT: On prefight inspection oil was detected around the nose wheel. The cowl was removed which sh...
DEFECT: On prefight inspection oil was detected around the nose wheel. The cowl was removed which showed residues of oil. Further investigation showed that aircraft had a broken bottom front stud on the right hand front cylinder. OUTCOME: This issue is covered by Service Bulletin JSB031-1, further revised in issue 2 and 3. The manufacturer initially carried out work completed at that time. When follow up on revisions 2 and 3 were carried out by a LAME, the log book entry had been incorrectly interpreted as being compliant. RAAus advises all maintainers to enter all maintenance work carried out into log books precisely, therefore leaving no room for incorrect interpretation.
17/10/2016	OCC0783	SW of Fort Cooper	QLD	Jabiru	J230D	Jabiru	3300A	The aircraft experienced a sudden and total engine failure and consequently landed on a dirt road. ...
The aircraft experienced a sudden and total engine failure and consequently landed on a dirt road. OUTCOME: This aircraft experienced an engine failure which has had an partial engine examination conducted by the manufacturer. The aircraft is a LSA and as such this information has been provided to CASA who oversee manufacturers under the American Society of Testing/ Manufacturing (ASTM) Standards.
12/10/2016	OCC0782	South Grafton Airfield	NSW	Jabiru	230	Jabiru	3300A	The pilot carried out the usual walk around and pre-flight checks. The aircraft proceeded to take of...
The pilot carried out the usual walk around and pre-flight checks. The aircraft proceeded to take off. On climb at 80 kts and around 500 ft, the pilot noticed that there was little response from the joy stick controlling the ailerons (when wanting to turn right the aircraft wanted to veer left). The pilot managed to overfly the airfield and tried to setup a landing. The aircraft suddenly went left, lost height and impacted the ground. Both pilot and passenger removed themselves from the aircraft. Emergency services attended the scene. OUTCOME: During downwind departure, pilot did not recognise aircraft was close to a stalled state, and as a result of completing a turn to the airfield, the aircraft stalled and spun at low level. Aircraft was extensively damaged and the pilot suffered a broken jaw and a number of cracked ribs, while the passenger sustained bruising. The pilot has been required to complete a flight review focusing on stall recognition and recovery prior to further flight.
5/10/2016	OCC0773	Wiluna	WA	Jabiru	J 230	Jabiru	3300A	After inspecting the landing area the aircraft made a normal approach from the West and touched down...
After inspecting the landing area the aircraft made a normal approach from the West and touched down normally. The plane started to veer to the left after approx. 70m, the pilot had applied full right rudder in but it kept veering to the left. The pilot applied brake with the aircraft still veering to the left. The aircraft ran off the landing area hitting a tree and knocking the left wing off. The aircraft came to a stop and fuel was going everywhere. After the pilot exited the aircraft caught fire. OUTCOME: Investigation has determined that the most likely cause of this incident was landing on a flat tyre.
28/9/2016	OCC0781	Wollongong Airport	NSW	Jabiru	LSA55/3J	Jabiru	2200	The pilot had taken the aircraft up for a few circuits, RWY16 operative. The pilot was lined up well...
The pilot had taken the aircraft up for a few circuits, RWY16 operative. The pilot was lined up well on late final at the end of the first circuit. Experiencing some sink the pilot applied power. When satisfied with position went to pull the throttle lever back to closed, however was unable to shut the power off. As they toggled the throttle lever back, between 100% and about 60% open, the pilot could feel the lever was suffering some mechanical interference. Rather than open the throttle full and assume it would remain like that to sustain a 'go around', and as there was a lot of runway in front of the aircraft, they took the decision to knock the 'mags' off and land the aircraft. The 'mags' were switched off, the propellor stopped in the 9:3 position. The aircraft was quite unsettled and the landing was difficult resulting in some bouncing, on about the third bounce the nose wheel assembly partially collapsed. The aircraft stopped without further incident. OUTCOME: On review of the incident, the pilot identified that the RHS of the throttle lock bracket was impeding the free movement of the throttle lever. However, it was easy also to avoid the interference running the throttle lever from full to closed repeatedly without any interference (which had always been their previous experience). In the flight the pilot identified that they must have been pulling the lever to the right rather than centrally and if they had looked down they would have seen the issue and corrected the matter. However, the pilot kept their vision forward as the aircraft was so close to the ground, thinking that the interference of the throttle (wrongly) was perhaps with a linkage around the carburettor.
22/9/2016	OCC0809	23NM North of Rockhampton	QLD	Jabiru	J230D	Jabiru	3300A	Whilst tracking North (23NM from Rockhampton for Townsville) at 4500ft as per flight plan, the aircr...
Whilst tracking North (23NM from Rockhampton for Townsville) at 4500ft as per flight plan, the aircraft was contacted by Brisbane centre requesting clarification of altitude as the aircraft was approaching class C controlled airspace. The pilot responded that the altimeter was indicating 4500 however when the transponder was switched to Alt Display it indicated 4600ft. The response was to promptly descend to about 4200ft to ensure separation from Class C controlled airspace. OUTCOME: Pilot was flying at exactly the CTA step lower limit, and did not allow for maximum permissible calibration error in instruments. Later it was determined there was 100 feet difference in reading between the altimeter and the transponder. Pilots are reminded that although tolerances for CTA have been revised to requiring the pilot to remain clear, allowing for instrument error is an advisable protocol.
22/9/2016	OCC0761	Gayndah	QLD	Jabiru	J230	Jabiru	3300A	Engine failure as a result of fuel exhaustion. Pilot has completed this flight regularly without the...
Engine failure as a result of fuel exhaustion. Pilot has completed this flight regularly without the need for refuelling. Fuel exhaustion lead to the pilot successfully carrying out a forced landing in a paddock. Landing was completed with only damage being to the wheel covers and crack in right wheel leg. OUTCOME: Aircraft experienced an engine failure due to fuel exhaustion as a result of familiarity with a regularly flown routine flight. The pilot has now amended fuel management processes to include an interim refuelling point and will dip fuel tanks every time the plane is used rather than relying on fuel gauges alone.
18/9/2016	OCC0763	Port Pirie	SA	Jabiru	J170	Jabiru	2200B	Reported damage to the aircraft propeller. OUTCOME: The reporter has stated that there are two pos...
Reported damage to the aircraft propeller. OUTCOME: The reporter has stated that there are two possible places that may have caused stone damage to the propeller: 1. After start up having parked on a grassed area a considerable amount of power was required to get the aircraft to taxi. 2. The taxiway to RWY 17 was unserviceable due to the wet weather so a back track to the threshold of RWY17 was the only option. There was an aircraft in front and, as there was not a lot of room on the RWY, the pilot's attention was on getting as close to the side of the strip as well as maintaining separation to the aircraft departing. The pilot had brought the aircraft to a stop (alongside the departing aircraft) with the nose wheel turned towards the direction to line up for take-off. Once the threshold was clear the pilot commenced their turn to line up and knowing that more aircraft departing would also be backtracking and the fact that the nose wheel was not straight the pilot applied more power than would normally be necessary to get the aircraft moving.
12/9/2016	OCC0750	Emkaytee Airfield	NT	Jabiru	230	Jabiru	J3300A	After finishing the pre take-off checks the pilot commenced to taxi onto the RWY and did not see the...
After finishing the pre take-off checks the pilot commenced to taxi onto the RWY and did not see the obstruction (landing light) under the nose. The pilot felt the aircraft pitch down and realised they had collided with a ground object. The pilot immediately turned off the switches and on exiting the aircraft noticed that the nose wheel had hit a tyre protecting a landing light thus causing the propeller strike. OUTCOME: Pilot was parking in an area that had an obstruction that can not be seen from the cockpit. Operations has reviewed the report and no further action is required.
10/9/2016	OCC0759	Boonah	QLD	Jabiru	Sp 500	Jabiru	3300a	Tracking north from Boonah a loss of power was noticed, the oil pressure light came on and the press...
Tracking north from Boonah a loss of power was noticed, the oil pressure light came on and the pressure gauge fell to zero. A suitable landing area was selected, and commenced approach, the engine had stopped with the propellor horizontal a hurried radio call was made with no response. The landing was OK on wet ground, the aircraft travelled about 150m when the nose wheel bogged at slow speed bringing the aircraft to a halt. OUTCOME: ATSB have conducted a short investigation into this incident. On 11 September 2016, at about 1000 Eastern Standard Time, a Jabiru SP500 aircraft registered 19-5503, departed Caboolture Airfield, Queensland (Qld), for a flight to Boonah Airfield, Qld. The pilot was the only person on board. As the aircraft approached Boonah Airfield, the pilot observed large white crosses on the runway indicating the airfield was closed. The pilot elected to return to Caboolture and applied engine power to climb to cruise altitude. At about 1055, the aircraft climbed to the north of Boonah. At a height of about 1,000 ft above ground level, the pilot noticed the engine RPM reducing and applied full throttle. At the same time, the pilot observed a low and fluctuating engine oil pressure indication. Within seconds, the engine failed and the propeller stopped rotating. The pilot identified a paddock to the north of their position as suitable for a forced landing. They manoeuvred the aircraft to conduct a forced landing into the paddock. The pilot ensured that turns made during the forced landing were not tight and of low bank angle to avoid an aerodynamic stall. Late in the ground roll, the nose wheel dug into the soft surface, the aircraft tipped onto its nose and the right wingtip struck the ground. The aircraft then stopped and settled onto its wheels. The pilot was not injured and the aircraft sustained minor damage. This incident is a good example of the effect an in-flight engine failure at a low altitude has on the time available to manage that failure and identify a suitable forced landing area. This report is available from the ATSB at http://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-116/
7/9/2016	OCC0760	Yarram	VIC	Jabiru	J170	Jabiru	2200	The ATSB investigated a fatal aircraft accident involving a Jabiru J170, registration 24-5215, at Ya...
The ATSB investigated a fatal aircraft accident involving a Jabiru J170, registration 24-5215, at Yarram Airfield, Victoria at 15.44 EST Wednesday 7 September. It was reported that the aircraft collided with terrain while the pilot was conducting circuits. The pilot was the only person on board the aircraft. The ATSB deployed three investigators to the site. The ATSB found that the aircraft was likely subject to mechanical turbulence at the threshold of runway 09 at Yarram aerodrome. Trees and hangars on the north-eastern perimeter of the aerodrome were known locally to cause turbulence in the last 50 ft of the approach when the wind gusted out of the east-northeast. This information was not published in the Airservices Australia En Route Supplement Australia entry for Yarram aerodrome. The pilot was also likely affected by physical and mental fatigue given their age, medical history and recent physical labour. Fatigue’s effect on attention, reaction time, and vigilance likely exacerbated the pilot’s mishandling of the landing attempt and the subsequent go-around. The completed report pertaining to this accident is available on the ATSB website at https://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-112/
27/8/2016	OCC0739	Wollongong Regional Airport	NSW	Jabiru	J160C	Jabiru	22B	Aircraft was lined up for take-off on RWY26. As the pilot commenced the take-off run, the aircraft s...
Aircraft was lined up for take-off on RWY26. As the pilot commenced the take-off run, the aircraft started to veer to the left and the pilot over-corrected. The aircraft ran off the left side of the tar runway onto the grass, hit water pooled in the grass, then bounced up off a drainage channel. The aircraft then ran along a barbed-wire fence (on left of aircraft) until the aircraft went through the fence (where it made a right-angle bend). It then continued along the fence (now on right side of aircraft) until a fencepost tore the right wing-strut off the wing. The aircraft then dug the left wingtip into soft earth of the paddock, causing it to nose over and come to rest, inverted, on the barbed-wire fence, facing back in the opposite direction to the one it had been travelling. OUTCOME: The pilot lost control of the aircraft in the take off phase resulting in a runway excursion and collision with boundary fence. Contributing factors were incorrect take off technique, uneven runway surface and focus on defined external reference points during the take off roll. The pilot has been requested to undertake a full review with a RAAus Senior Flight Instructor prior to further command flight.