Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
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.
20/8/2016	OCC0743	Adelaide Soaring Club, Gawler	SA	Jabiru	J170C	Jabiru	2200B	The pilot (instructor) and student were taxiing out towards RWY23 whilst listening out on the radio ...
The pilot (instructor) and student were taxiing out towards RWY23 whilst listening out on the radio of where all circuit traffic was. There was a light 5-10 knot head wind towards RWY23 use. At the hold point, prior to crossing over the active runway, the pilot and student conducted a good visual lookout to ensure that no aircraft was on final (and that no one was having an emergency and doing a tail wind landing) and that no aircraft was about to take off. The pilot and student heard no radio call of any aircraft on final, no rolling call from the aircraft on the threshold and no threshold traffic was moving. The pilot made a radio call to taxi across the runway, as is procedure, and taxied across the runway. Almost across the runway, the pilot and student received a call from a tug and glider combo that they were rolling right behind their aircraft. Neither the pilot or student had heard any radio call and when they started crossing RWY23, the tug and glider were stationary. The pilot had sufficient separation and taxied out of the way and the two aircraft were airborne and behind and above them when the pilot was alerted that they had taken off. The pilot exchanged radio calls to the effect of maintaining sufficient separation. On returning to the ground after the flight, the pilot and student discovered from numerous sources that their taxiing crossing radio call came through however the rolling call did not and both aircraft had transmitted at the same time. Radio communication and situational awareness/good lookout prevented any incident. OUTCOME: The pilot of the Jabiru conducted usual lookout and radio call procedures, as did the glider/tug combination. Due to failed radio reception, the call from the glider/tug was not received, and the glider/tug combination did not observe the Jabiru crossing the runway. Pilots are reminded of the importance of alerted "see and avoid" and ensuring runways are clear in both directions, both on the ground and for approaches. OPERATIONAL GUIDANCE AT ADELAIDE SOARING CLUB: As aerodrome operator they have revised their operational guidance as follows: • Taxying aircraft intending to enter a runway must stop at the hold point and ensure that it is “all clear” before proceeding. • No glider tug shall be left parked on the “take-off pad”. • Pilots are to assume that if a tug is on the “take-off pad” that a glider launch is imminent. • When a tug is on the “take-off pad” any aircraft intending to enter the same RWY must make radio contact with the tug pilot to establish the status of the tug operation. The tug pilot will advise the aircraft intending to enter the runway if it is safe to do so.
17/8/2016	OCC0807	Moorabbin Airport	VIC	Jabiru	J-160C	Jabiru	2200	The pilot was issued instructions to join the circuit and follow a C172. The pilot turned and mistak...
The pilot was issued instructions to join the circuit and follow a C172. The pilot turned and mistakenly followed the wrong aircraft. When the error was detected the pilot was instructed to go around and rejoin the circuit on mid downwind. OUTCOME: While in a high traffic environment at Moorabbin, the pilot mistakenly followed the wrong aircraft. Once advised by the tower he conducted a go-around to avoid a possible mid air collisions. Pilots are reminded to remain vigilant in the circuit at all times to avoid possible conflict with other circuit traffic.
30/7/2016	OCC0741	Wellcamp Airport	QLD	Jabiru	J160	Jabiru	2200	Pilot experienced a loss of control on the runway upon landing. The aircraft nose wheel was not stra...
Pilot experienced a loss of control on the runway upon landing. The aircraft nose wheel was not straight upon touching down which lead to the nose wheel coming down too early. OUTCOME: The pilot in command was unable to control the aircraft throughout the flare and touchdown during the landing phase on two consecutive circuits which resulted in a loss of control of the aircraft. In the second instance the aircraft departed the runway and the aircraft came to rest with no determined damage. Primary Factor: The pilots use of aileron for primary directional control on the approach and lack of use of the rudder (to effectively overcome latent slipstream effect) during the flare were identified. Contributing factors included inexperience with bitumen runway operations and offset positioning on the approach (as briefed prior to arrival) and loss of situational awareness of yaw in the flare process. Member has conducted further training and education with local CFI.
27/7/2016	OCC0755	Gawler Airfield	SA	Jabiru	230	Jabiru	3300	Pilot was conducting a take off on RWY23 for a short local flight. Appropriate radio calls were give...
Pilot was conducting a take off on RWY23 for a short local flight. Appropriate radio calls were given on the Gawler CTAF advising of the aircraft taxing to the runway and takeoff roll on RWY 23. The pilot had been listening and watching for any aircraft in the circuit and was not aware of any however maintained a lookout. As the aircraft was in climb out, at about 1100ft AMSL (900ft AGL), they were about to turn crosswind when a glider was observed in the circuit area/crosswind soaring. The pilot of the aircraft continued the take off and climbed straight ahead before turning crosswind. At the same time the pilot radioed the glider to advise they had been seen and the actions taken. The gliders response was that they had heard the rolling call and knew the aircraft was coming, but at no stage did they advise they were there. OUTCOME: RAAus Operations Managers reviewed the report. For information CAR 166C does not require an aircraft to engage or respond to a broadcast call unless there is the risk of collision. In this case both pilots successfully separated their flight paths based on preferred visual methods.
24/7/2016	OCC0715	Moree	NSW	Jabiru	170C	Jabiru	2200	A student had completed the first part of a two stage solo flying assignment and was returning to th...
A student had completed the first part of a two stage solo flying assignment and was returning to the aerodrome from the training area. The weather conditions were ideal at the time (a high overcast sky and wind was calm). The student called inbound, followed by a call approaching the airfield. A second aircraft called inbound from the West for landing on RWY 01. The student responded that they were now overflying the airfield from the NW to join downwind for RWY 19. Now on base for RWY19, the student advised their position in the circuit and, on turning finals shortly after, confirmed to the Piper that they were planning a touch and go landing. The CFI became concerned that a conflict was developing (particularly knowing the student intended a touch and go landing) and attempted several times to call the second aircraft via a portable VHF (due to the aircrafts' short range) with the purpose of advising them of the solo student established for landing on RWY19 and posed a conflict with the RWY 01 approach (with no success). The student was slightly high on their approach, touching down at the 1500’ markers and in the roll out process, subsequently lost directional control of the aircraft whilst applying brake. The aircraft veered to the left and stopping about 15m outside the runway markers. No damage was done to the aircraft. After taxiing the aircraft back to the apron area, the remainder of the flight schedule was cancelled and the student debriefed. OUTCOME: The student pilot, under direct supervision, was involved in a runway excursion on landing. Contributing factors were GA aircraft failing to give way to existing aircraft in the circuit and failure to establish communications and ensure separation. RAAus actions: CFI advised to submit REPCON report of incident to CASA and provide further training to student pilot on missed approach, decision making and traffic conflict avoidance.
17/7/2016	OCC0717	Fort Courage	NSW	Jabiru	J120c	Jabiru	2200B	The pilot and passenger were 8 nm from their destination of Wentworth and were conducting a circuit ...
The pilot and passenger were 8 nm from their destination of Wentworth and were conducting a circuit over Fort Courage at 2200ft when an unknown aircraft was noticed overhead within a very close proximity to them. The pilot continued the circuit and then continued to Wentworth. OUTCOME: Pilots are reminded to maintain good situational awareness through effective scanning and where possible fly at published hemispherical headings even below 5000 AMSL.
17/7/2016	OCC0710	Wudinna	SA	Jabiru	J230-D	Jabiru	3300-A	At about 1730 local time the pilot was landing in a paddock on private property and flew into a Mall...
At about 1730 local time the pilot was landing in a paddock on private property and flew into a Mallee tree. The pilot had already completed a low pass to confirm where they would land, however landing into the sun distorted their perception of height. OUTCOME: Loss of control event on landing due to environmental factors.