Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
8/3/2017	OCC0949	Gympie	QLD	Evictor	Sportstar	Rotax	912 ULS	A student was conducting solo training circuits on RWY14 when another aircraft backtracked very slow...
A student was conducting solo training circuits on RWY14 when another aircraft backtracked very slowly so they extended downwind. The second aircraft then lined up and started then stopped several times on the runway as the student was on approach. The student was concerned that that the second aircraft would collide with them if they went around so they carried out an Orbit at 1300 AMSL (1000 AGL). Whilst conducting the orbit the student lost their reference and tracked slightly NW, they decided to climb to 2000 AMSL to keep at a safe altitude. The student was guided back to the RWY and landed without issue. OUTCOME: Spatial orientation and lost procedures were reviewed between CFI and pilot following this event.
5/3/2017	OCC0945	Gawler Airfield	SA	FK Light Planes	FK 9 ELA SW	Rotax	912 UL	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The control tunnel and aileron control cover are able...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The control tunnel and aileron control cover are able to be distorted with baggage in the baggage compartment, leading to restricted movement of the elevator control. This has the potential to cause restricted elevator travel if the baggage in the compartment move in flight, as both the covers are unsupported at the intersection. OUTCOME: Following consultation with the distributor, a fix is to install an internal angle riveted to the control tunnel and attached to the aileron control cover with metal thread screws. In the interim the baggage compartment has been placarded that no baggage is to be carried in the compartment and a corresponding entry on the Maintenance Release. .
4/3/2017	OCC0946	Tanunda	SA	Jabiru	J160	Camit Aero	22SLRE	During flight at approximately 4000ft, a drone was spotted slightly right flying towards the aircraf...
During flight at approximately 4000ft, a drone was spotted slightly right flying towards the aircraft missing their starboard side by less than 20m as it passed, the tell-tale green light on the pod underneath could be seen. The pilot and PAX agreed it was a drone. When first spotted the pilot thought it was an eagle, so banked slightly left. Its appearance when passing was of a dark shaded flying wing, with curved end winglets facing down, having the green pod central underneath. The aircraft landed safely with no further incident. OUTCOME: de-identified information forward to CASA office for monitoring of drone activity affecting RAAus aircraft operations. RAAus will continue to monitor reports regarding near misses with drones and RAAus aircraft.
4/3/2017	OCC0957	Tumut	NSW	Ragwing	Stork	Honda	D16 A VTEC	A new motor propeller combination was set to 2300 RPM as per manufacturer specifications, reducing p...
A new motor propeller combination was set to 2300 RPM as per manufacturer specifications, reducing pitch by 1 degree from the last flight on propeller. A ground run was completed and take off with 10 degree of flap. Take-off was uneventful but the aircraft would not climb out of ground effects. By the time the pilot had realised that 100-150ft was the maximum climb it was too late to land back at the airfield. The aircraft continued straight ahead at full power and no climb at about 35kts with stall about 30kts. The pilot attempted to turn E and follow low country and retracted flaps to try an increase speed. The aircraft started to descend at full power and the pilot conducted an emergency landing in a field between poplar trees, over main road and power lines, with limited landing run as there were with trees at end of the paddock. The aircraft cleared the power lines by 5-8m at full power with high angle of incident sitting in rear of cockpit which made it difficult to see landing area. Once the aircraft was over the wires, the pilot throttled back for landing however this resulted in an instant stall from approximately 15-20m with impact to ground with the main gear and then propeller. OUTCOME: The Technical Manager discussed the incident with the member who suffered serious injuries. The pilot indicated that he had learnt some lessons and made a few incorrect assumptions regarding the engine and the aircraft. No pull testing was conducted prior with the new engine combination and with the pilot having limited flight hours on the aircraft they were unable to tell subtle differences in performance in flight testing. The pilot has written an article regarding the lessons that they learnt from this accident which will be published in the RAAus Safety Booklet issued to all members in October 2017.
4/3/2017	OCC0961	Devonport airport	TAS	Avid Aircraft	Mark Iv	Rotax	912 UL	Fatal Accident involving RAAus member. RAAus Accident consultants are assisting police in determinin...
Fatal Accident involving RAAus member. RAAus Accident consultants are assisting police in determining the causal factors that led to the accident. See the RAAus Special ENews at the following link for more information https://www.vision6.com.au/em/message/email/view.php?id=1279161&u=70000&k=_uiB8JscDth9gKUD83GvJE-qEUW8ByH_1HmjOZ7Y3XY Non-inquest Coronial findings: The pilot was killed when the ultralight Avid Flyer aircraft he was flying at Devonport Airport crashed shortly after take-off. A pilot who witnessed the plane take off described the aircraft as immediately unstable. The witness described the aircraft as going from a nose altitude of high to almost level and said the aircraft was "moving around a lot" and that it "seemed very floppy". The witness then saw Mr Knight's aircraft with a steep nose down trajectory drop dramatically into a position with the nose down somewhere between 40 and 60°. He described seeing the aircraft plummet to the ground from a height of less than 150 feet. The Coroner concluded: "I am satisfied to the requisite legal standard that the crash occurred as a consequence of a failure on the part of the pilot to properly attach a flight control. As a consequence within a matter of seconds after taking off the pilot lost control of his aircraft and it plummeted into the ground causing his almost instantaneous death." "The circumstances of the pilots death are not such as to require me to make any comments or recommendations pursuant to Section 28 of the Coroners Act 1995." https://www.magistratescourt.tas.gov.au/about_us/coroners/coronial_findings
3/3/2017	OCC0953	Minlaton	SA	Jabiru	SP470	Jabiru	2200	The aircraft had been cruising at 3500ft and was returning to a private landing strip after a flight...
The aircraft had been cruising at 3500ft and was returning to a private landing strip after a flight lasting about 0.7 hours. About 3NM out the pilot reduced power to 2500RPM to begin descent in preparation for landing. Within approximately 5 minutes of reducing power the engine made a peculiar noise and immediately began running very roughly, with a vibration and a mechanical scraping noise. The pilot reduced power to idle with no effect on noise or rough running so the engine down shut. The pilot made an uneventful forced landing in a paddock near the private landing strip. OUTCOME: The engine of the aircraft has been fully inspected and was found to have a few issues with the cylinders that were not obvious externally. Due to a combination of shorter cylinders with taller pistons and an early version of head design this has meant that the engine should have only ever been run on Avgas.
2/3/2017	OCC0954	Forrest	WA	Rutan Aircraft Factory plans-built	VARIEZE	TCM	O-200-A	The aircraft experienced a reduction of power in the cruise at A045, RPM dropped from 2,650 to 2,250...
The aircraft experienced a reduction of power in the cruise at A045, RPM dropped from 2,650 to 2,250. The pilot tried carburettor heat, variations in mixture, throttle setting and switching tanks. Carburettor heat was applied for some five minutes without improvement, and as it reduced RPM to 2150, the pilot elected to remove it and gain as much height as practical, consistent with gaining YFRT whilst power was available as the problem might not be carburettor icing. The pilot attempted to contact Melbourne Centre, but did not hear a response so switched frequency to 121.50 and asked any aircraft receiving to respond. The pilot did not hear a response so transmitted a 'PAN' call to which a garbled response was heard. The pilot could only make out "Tiger" and "relay". The pilot assumed that a passing airliner had received and relayed at least part of the transmission. The pilot asked for the response to be repeated, however heard nothing. The pilot switched to Forest Aerodrome CTAF made contact with aircraft on the ground and repeated the 'PAN' call. The pilot notified them of intention to gain as much height as possible and make a straight in approach to RWY27. The aircraft on the ground advised that there were strong winds from 09 with cross wind gusts, so the pilot called they would come in high and make a spiral descent to land on runway 09, if possible. Once the aircraft had increased height to A065, carburettor heat was reapplied and maintained it until after landing, some 15 minutes. OUTCOME: The pilot provided the following outcomes to the incident: * The issue regarding communications with Tiger Air was likely due to having a short window when the two aircraft were near enough to communicate, as communication with the aircraft on the ground at YFRT was clear both ways, yet despite a more powerful transmitter on the Tiger Air aircraft, the pilot never got a clear signal from them. Additionally the pilot has stated that, due to a lack of adherence to radio procedures, they neglected to transmit their call sign three times with both 'PANs'. This would have been beneficial on the first call on 121.5 MHz as there was a good chance that much confusion for SAR may have been avoided if this had have been conducted. * The issue in regard to the loss of power appears to be due to the aircraft being placed in an icing condition. The pilot/ owner has provided some information in regards to the engine carb heat muff. RAAus members with amateur built aircraft are advised that when this type of aircraft was built under the former "Amateur Built Aircraft Acceptance" regime, the aircrafts heat muff did not satisfy the then Department of Civil Aviation (DCA) requirements, as it did not produce enough heat. DCA required a 50° C increase in induction air temperature, whilst the carburettor heat system produced more like 20° C, which matches the experience of the pilot/ owner in this occurrence. This verifies why such a long application of heat was required (which caused doubt that this was indeed a carburettor icing problem). * This is the first instance that the RAAus Technical Manager has seen this kind of occurrences however will continue to monitor reports and provide additional information if required.
1/3/2017	OCC0950	Sunshine Coast Airport	QLD	The Airplane Factory	Sling 2	Rotax	912 ULS	The pilot was cleared to taxi via Mike hold short of Echo, however they taxied to hold short of Delt...
The pilot was cleared to taxi via Mike hold short of Echo, however they taxied to hold short of Delta instead. OUTCOME: ATC directed the pilot to line up and hold short of Taxiway Echo, however the pilot lined up and held at Taxiway Delta. Corrective actions to prevent recurrences by the pilot included planning the taxi actions, and listening carefully to the instructions.
28/2/2017	OCC0948	Sunshine Coast Airport	QLD	The Airplane Factory	Sling 2	Rotax	912 ULS	On a training flight, the student slowed the aircraft speed too much and increased the attitude to c...
On a training flight, the student slowed the aircraft speed too much and increased the attitude to compensate (at around 10' AGL). Raising the nose too quickly, the aircraft ballooned with a very high nose attitude. The student was instructed to add full power while the instructor was moving their hand towards the throttle. The aircraft sank, touching down on the main wheels first, striking the tail. There was a scraping sound and it was assumed it was a popped left tire. During a go-around, it was requested that the aircraft do a low level flyby so the area safety car could inspect the undercarriage to determine if there was a popped tyre. The safety car reported that the main wheels looked fine. The student changed to the RWY into the wind and performed a landing (holding on the right tyre during roll through). During the roll through (on all three wheels) it was apparent the tyre had not popped and the flight was terminated. OUTCOME: CFI interview conducted to determine actions taken and requirements were issued for CFI to undertake remedial assessment of instructor to focus on instructor control decisions, risk management and student management.
28/2/2017	OCC0999	Tunbridge airfield	TAS	Jabiru	J120C	Jabiru	2200	OCCURRENCE DETAILS SUBMITTED TO RAAUS: New propellor mounting bolts X 4 were purchased from the manu...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: New propellor mounting bolts X 4 were purchased from the manufacturer as part of a full engine rebuild following a prop strike event. These bolts were unusable due to having a significant banana type of bend along their entire length. OUTCOME: This issue has been referred to CASA for ongoing monitoring and action as required.
28/2/2017	OCC0998	Tunbridge airfield	TAS	Jabiru	J120C	Jabiru	2200	OCCURRENCE DETAILS SUBMITTED TO RAAUS: New propellor hubs as purchased from the manufacturer followi...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: New propellor hubs as purchased from the manufacturer following a prop strike event were found to have scratch damage on one interior machined face. This damage looked to have been attempted to be concealed/ repaired using fine sandpaper. DETERMINED OUTCOME: Referred to CASA airworthiness and engineering branch for ongoing monitoring.
28/2/2017	OCC0997	Tunbridge airfield	TAS	Jabiru	J120C	Jabiru	2200	OCCURRENCE DETAILS SUBMITTED TO RAAUS: A new crankshaft was found to be tight on assembly in the rec...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: A new crankshaft was found to be tight on assembly in the recently machined crankcase (i.e. no fretting). Discussion with the manufacturer suggested this was normal with all new components used and explained the only likely cause is from a fretted case or worn bearings. The case has only 10 hours use after manufacturer machining, with no tightness using the original crankshaft. The new crankshaft tightness had similar characteristics to being in a fretted case, but with a pronounced "tighter" portion in part of a 360 degree revolution.
27/2/2017	OCC0959	Wagga Wagga	NSW	Jabiru	230D	Jabiru	3300	After turning a wide base on RWY05 the motor started to "splutter". Each time it looked like stalli...
After turning a wide base on RWY05 the motor started to "splutter". Each time it looked like stalling the pilot would push the throttle in and out and this seemed to work until close to the RWY when it stopped altogether. From there the aircraft landed on RWY05 with the propeller stopped. The aircraft had enough momentum to exit the RWY on taxiway Charlie and then had to be pushed. OUTCOME: Technical Manager reviewed the report and liaised with owner and maintainer. The aircraft was inspected and the carby pulled apart and inspected. Nil defects evident and the carb was re-assembled and tested. Aircraft has been operating since the inspection without further concerns. It would a appear that a small amount of grime may have been the issue.
26/2/2017	OCC1063	Kyneton	VIC	Fly Synthesis	Storch	Rotax	912	The aircraft approached to land on RWY09 as normal on hot day, but the final touchdown was a little ...
The aircraft approached to land on RWY09 as normal on hot day, but the final touchdown was a little hard. OUTCOME: It appears that the landing was a little hard. RAAUs Operations Manager has reviewed the report and no further action required by RAAUs. Owner noticed the landing gear leg slightly bowed after landing back at home field and has had the right leg replaced as a precaution.
26/2/2017	OCC0951	Anakie	VIC	TL-Ultralight	TL 2000 Sting S4	Rotax	912ULS	Whilst flying in the Anakie area the pilot flew into R979B restricted airspace which was active at t...
Whilst flying in the Anakie area the pilot flew into R979B restricted airspace which was active at the time. The aircraft altitude was 600ft above the limit. The pilot realised there was a problem as soon as ATC contacted them and flew to the West to exit the area. The pilot was distracted by their instruments as the Garmin equipment had just been certified and unbeknown to the pilot all airspace boundaries and other settings had been reset to zero by the technician. This has now been rectified. OUTCOME: The pilot was aware of the temporary restricted airspace but was attempting to correct errors in the programming of the GPS after maintenance. He had flown into Avalon Airshow on previous occasions and was aware of the temporary R979B location. Preventative measures to prevent future recurrences include maintaining height below the LL and not allowing himself to be distracted.