Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
3/8/2017	OCC1110	Clyde North	VIC	Bristell	NG5	Rotax	912 ULS	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. A special Enews was published https://www.vision6.com.au/em/message/email/view.php?id=1318469&u=70000&k=BFZ_zOiIGN9edXzz0Jx9HMNp3FjLiptKwR-IHlhWLWs
30/7/2017	OCC1172	Moorabbin	VIC	BRM AERO	Bristell	Rotax	912ULS3	All engine run up checks were satisfactory. After application of full power, the engine ran rough. T...
All engine run up checks were satisfactory. After application of full power, the engine ran rough. The Instructor took over and maintained control. As it occurred just after rotation the aircraft landed back on the runway with no problems. DETERMINED OUTCOME: On pre-flight inspection of ROTAX engines, you can check the choke with the engine cowl off. An inspection identified an issue with the choke and this was then addressed by the L2 LAME. The Factory and LSA agent was also notified.
29/7/2017	OCC1168	Teewah	QLD	Eurofox	2k 100hp	Rotax	912ULS	The aircraft had been airborne for about 2 hours, when the oil pressure gauge began fluctuating, thi...
The aircraft had been airborne for about 2 hours, when the oil pressure gauge began fluctuating, this continued for approx. 15min. The closest airstrip was Teewah, about 26km away and the pilot opted to land on a beach after noting it was low tide and a flat, safe stretch of beach. After talking to the Ranger, the pilot then checked the oil level and completed an engine inspection. There were no obvious leaks and the oil quantity was full and everything else appeared to be satisfactory. The Ranger then assisted the pilot to make a safe take off by clearing the beach and stopping traffic. Once the aircraft started again, the oil gauge came up to appropriate pressure and the pilot proceeded to run up the engine for 10mins prior to take off. Upon further inspection of the oil pressure gauge, it was found there was an air lock in it which has been rectified by an approved L2. No further action taken by RAAus.
26/7/2017	OCC1107	Private Airstrip Bellata	NSW	Just Aircraft	Superstol	Rotax	914	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Both rudder cables were severely damaged near the las...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Both rudder cables were severely damaged near the last fairlead and the rudder attachment in the tail of the aircraft. Determined Outcome: Aircraft inspection around cables are extremely important. The how to and process is being covered in the L1 practical training program as the current membership have identified that they are unaware of the inspection process of cables. The factory has now also issued a service letter the requires L1 owner operators to inspect the cable every 100 hours. To date there have no more reported instances
25/7/2017	OCC1176	Winton	QLD	Jabiru	J170-C	Jabiru	2200B	During the flight, following major service at YBMA, radio reception became gradually worse, then U/S...
During the flight, following major service at YBMA, radio reception became gradually worse, then U/S approx. 30mins from YLRE. The pilot noted that Voltmeter showed 9v, it was showing full voltage at start of flight. The pilot turned off all electronics other than transponder, contacted Brisbane centre by phone to alert incoming YLRE and proceeded with flight without incident. Examination next day found wires from stators to the regulator had become disconnected, possibly because cable ties grouping various leads had been pulled very tight causing the disconnection. Outcome: the PIC as self-identified the issue. No further action required by Safety.
25/7/2017	OCC1108	Scone	NSW	Airborne	T-Lite	Bailey	5VE	The aircraft entered the RWY29 with sock indicating a wind of 3kt from W, it climbed out and turned ...
The aircraft entered the RWY29 with sock indicating a wind of 3kt from W, it climbed out and turned left at 150m alt. After turning downwind another aircraft called backtracking 11. The air was becoming turbulent and the pilot decide to continue downwind to land 29. Just before turning base the aircraft on 11 called rolling. The pilot was on base by the time the aircraft passed the threshold and had done a couple of roundabouts to delay their base. As the other aircraft was in the opposite circuit the pilot proceeded across the strip and to the W end. The air became very turbulent and wind is swinging all around. The aircraft became very hard to control. After turning final the pilot realised they were landing downwind but with turbulence and control difficulty. They elected to continue the landing with 11 as better option than going round. On decent the pilot assessed wind from S to SE and running a diagonal to SE. After touchdown the pilot did their best to align with strip. The wind swung to SW 'to the rear quarter' and carried the aircraft toward the left side of airstrip. The front wheel collided with a RWY landing light and the wing rolled forward and came to rest off the hardstand but inside the gables. OUTCOME: The pilot has identified that a decision to continue the base leg on the (into wind) runway originally used would have been a more suitable action on this particular day. This situation highlights the importance of ensuring two-way communications with other aircraft in the circuit are in place as an effective means of ensuring clarity and situational awareness. This is especially important when conflicting runways are in use. It is likely that this situation could have been avoided had the pilot’s made direct contact to arrange separation.
23/7/2017	OCC1101	Lightning Ridge	NSW	Airborne Wind Sports	EdgeX	Rotax	582	After a completing the second pre-flight of the day, warm up, and run ups, and coms all checked out....
After a completing the second pre-flight of the day, warm up, and run ups, and coms all checked out. The aircraft departed the RWY. Everything performed well and normal during take-off and initial climb out and the aircraft reached 1500ft, then made a left turn for heading of the destination. Still climbing, approx. one minute later the aircraft experienced a sudden engine out. Immediately the pilot made a turned back to the airstrip and tried restarting engine twice, then initiated best glide control and speed. All emergency training and practice came automatically. Landing went according to plan, all be it short of the piano keys, and a little fast. Unfortunately after landing, the aircraft unable stop in time to avoid a drain/trench running the full width of the airstrip. Outcome: It appears that a whole may have been the cause of the issue. This was the only item identified during the inspection carried out by the owner / operator. Members are reminded that they are required to follow the manufactures system of maintenance for servicing and continual operations. Equipment and items do fail due to fair wear and tear and if you have any questions or concerns contact either the manufacturer or RAAus for guidance.
22/7/2017	OCC1100	Kentview	QLD	Thruster Aircraft	T500	Rotax	582	The aircraft was on a training flight, which was its second flight of the day after purchase from it...
The aircraft was on a training flight, which was its second flight of the day after purchase from its prior owner. The aircraft was pre-flight inspected and nothing of concern was noted. While taking off, as it left the ground the aircraft experienced significant yaws left and then right that didn't seem able to be corrected by rudder, so the engine power was cut and the aircraft was able to land on the airstrip without injury or crashing. When attempting to taxi back to the start of the runway, it was immediately discovered that there was no rudder control. The pilot and instructor alighted from the aircraft and saw that the rear strut had broken off in two places, leading to separation of the tail wheel assembly, which also provided support for the end of the rudder. Hence the rudder was not controllable. A repair scheme from a CASA certified welder was supplied for rectification.
21/7/2017	OCC1102	Gawler Airfield	SA	Jabiru	J170C	Jabiru	2200B	During a touch-and-go landing, an aircraft was observed in close proximity of a parked glider on RWY...
During a touch-and-go landing, an aircraft was observed in close proximity of a parked glider on RWY 31. Outcome: There was a misunderstanding between the PIC and trainee. This resulted in the aircraft landing on the bitumen vice the left side strip. The PIC and trainee debriefed this issue at length. All pilots are reminded of the importance of clear and concise communication both during pre-flight planning and within the cockpit.
21/7/2017	OCC1106	Unknown	QLD	Tecnam	P2004 Bravo	Rotax	912ULS	During a routine 100hrly inspection/oil change, a substantial quantity of solid debris [crushed alum...
During a routine 100hrly inspection/oil change, a substantial quantity of solid debris [crushed aluminum in appearance] was found in the oil tank. The engine was removed and sent to the Rotax agent, where it was stripped and inspected. No sign of contaminant or damage was found. Only other way for debris to enter the oil tank, is through the oil filler cap. Determined Outcome: Nothing was found to be wrong with the engine. Owner has decided to re-evaluate hanger security, design some form of security for aircraft engine compartment, for when aircraft is left unattended at airfields. Owner claims this was a deliberate act of sabotage. Nothing further to be done by RAAus.
16/7/2017	OCC1097	Private Airfield, Karakin	WA	Icp Srl	Savannah	Rotax	912 ULS	While completing a BFR flight the pilot was demonstrating a simulated engine failure glide approach....
While completing a BFR flight the pilot was demonstrating a simulated engine failure glide approach. Due to a high sink rate the pilot intended to apply full power, however removed all power by mistake resulting in a heavy landing. The aircraft bounced and impacted on the nose gear, which collapsed resulting in the aircraft flipping over. OUTCOME: The pilot will complete his BFR prior to further flight. RAAus remind pilots who also operate farm machinery to carefully apply power due to the possibility of a reverse throttle input while under stress or pressure.
15/7/2017	OCC1099	Private Airfield, Indented head	VIC	Brumby	610	Rotax	912 ULS	The aircraft overran the end of the RWY and hit a fence. Outcome: The pilot identified the root c...
The aircraft overran the end of the RWY and hit a fence. Outcome: The pilot identified the root cause as incorrectly approaching this 600m ALA too fast resulting in excessively long landing phase. This coupled with reduced traction due to wet grass and limited landing distance remaining were also contributing factors. Appropriate remedial training was initiated by the pilot after this incident to ensure appropriate competencies for operations at this ALA.
12/7/2017	OCC1186	10nm N of Lilydale	VIC	Jabiru	J230D	Jabiru	3300A	Airspace infringement. The pilot was unaware they had entered CTA until advised later. The pilot is ...
Airspace infringement. The pilot was unaware they had entered CTA until advised later. The pilot is usually very conscious of the height restrictions and aware of the limits on the route as they fly it frequently. It is possible that it was a loss of concentration or as it was an unconfirmed altitude, transponder error. The pilot will have the transponder calibration checked. DETERMINED OUTCOME: While attempting to ensure accurate hemispherical levels were maintained the pilot penetrated the lower limit of a CTA step. Members are reminded they can significantly reduce the risk of inadvertent operation in CTA by ensuring careful flight planning is carried out prior to the flight and using known geographical features to ensure controlled airspace is avoided. Hemispherical levels are not mandatory below 5000' AMSL, however where possible pilots are encouraged to plan at these levels if operating below 5000' AMSL.
9/7/2017	OCC1094	Wagga Wagga	NSW	Jabiru	J230c	Jabiru	3300	During a local flight, at approx. 10m N of YSWG and 2000ft altitude engine started to run rough. Th...
During a local flight, at approx. 10m N of YSWG and 2000ft altitude engine started to run rough. The pilot made a mayday call on local frequency 126.95 to gain a clear track for entry to RWY23, when at 3m from YSWG the engine failed completely. The pilot then found a suitable paddock and executed an uneventful emergency landing. DETERMINED OUTCOME: RAAus Technical team have engaged with the owner and manufacturer to attempt to enable further investigation. Possible valve failure due to high EGT readings. At this stage RAAus cannot take any further action.
8/7/2017	OCC1162	Moruya	NSW	Aeroprakt	Foxbat A22LS	Rotax	912	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: During taxi it was discovered that two of the four en...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: During taxi it was discovered that two of the four engine mounting bolts had become loose and fallen out. The engine was able to pivot around the remaining bolts and damaged the fibreglass cowling. DETERMINED OUTCOME: RAAus Technical Manager raised this issue through the Australian Foxbat agent. The factory have advised that they will amend future installations and replied that "to avoid such a problem we decided on all new aircraft apply paint marks of those bolts. For inspection of their condition" The supplier and factory would also like to reiterate that the AMM calls for 200 hour interval inspection of proper torque and the engine mount attachment bolts. The Foxbat Australia website can be view for further information on this issue.