Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
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.
15/8/2016	OCC0730	Unknown	SA	Foxcon Aviation	Terrier T200	Rotax	912 15	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: An aircraft owner had a partial failure of the reduct...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: An aircraft owner had a partial failure of the reduction drive belt, in that about 15mm of the 60mm belt was shredded. In this instance it was fairly soon after a major service. The service had been done because the aircraft had just been purchased. During the repair it was discovered that the belt had never been at the correct tension. OUTCOME: Technical Manager reviewed this report and comments that this issue could be due to the design or poor maintenance. After review of previous reports RAAus have not identified any incidents of this kind previously. This type of reduction system is not widely used anymore. The Foxcon aircraft are a amateur built and do not conform to a known design standard. If another occurrence is logged in the OMS further suggested notifications to the membership will be considered.
15/8/2016	OCC0732	Moorabbin	VIC	Aeroprakt	Foxbat A22LS	Rotax	912 ULS	A student was sent for a solo circuit to be completed inside the Moorabbin airspace, which was succe...
A student was sent for a solo circuit to be completed inside the Moorabbin airspace, which was successfully completed. Upon landing the student took the bravo taxiway exit from RWY 35r. ATC asked the student to hold short of RWY35l. The student proceeded to cross the holding point of 35l. ATC asked the student to stop immediately as another aircraft was airborne on RWY35l. OUTCOME: Pilot was trained in CTA procedures, held a PPL and was undertaking a single solo circuit to confirm competence in CTA operations. The aircraft rolled through a taxiway threshold by one plane length and the aircraft on take off passed over head at 200 FT AGL. The pilot and Senior Instructor have been counselled and further assessment and retraining will be undertaken prior to further solo flight. CFI also holds weekly Instructor standards and safety meetings intended to raise awareness of these or other issues.
15/8/2016	OCC0731	Moruya Airport	NSW	Rutan	Varieze	Continental	O-200A	The pilot was flying to Moruya from Cooma to for unscheduled maintenance. About 15 NM from the Moruy...
The pilot was flying to Moruya from Cooma to for unscheduled maintenance. About 15 NM from the Moruya airfield the engine started missing beats. At about 10 NM from the airfield (having applied cold air induction) the aircraft started surging and at about 4-5 NM from the airfield the engine died. An attempt was made to restart the engine by closing the cold air induction, adding carburetor heat and changing fuel tanks (the aircraft has no starter). The pilot was within gliding distance of RWY36 and called their intentions and was acknowledged. The pilot lowered the nose wheel undercarriage, cut the corner of the circuit to clear hangars and completed a radical turn, close to the ground but safe, to line up on the airfield and landed safely. The pilot was then gripped by a thought that they had not lowered the undercarriage and (without confirming this thought) wound the undercarriage up whilst the canard wing was still working during the ground run. The canard wing eventually stalled and the nose dropped onto a rubber pad located on the retracted nose wheel leg. The rubber pad is sacrificial for wheel up landings. The rubber pad sheared and fuselage fiberglass and pitot tube were ground away. The pilot vacated the aircraft and pushed it off the airfield. OUTCOME: This aircraft was later inspected by a LAME / L2. The cause of the engine failure is believed to be due to the aircraft having a mud wasp nest (due to long period without use). They intend to strip the engine down. Subsequent nose gear leg being retracted was caused by the stress of the engine failure and the pad failing due to incorrect hardware (is observational as aircraft is an amateur built aircraft). Members are reminded to conduct pre-flight inspections and refer to the RAAus knowledge base regarding information on mud wasps https://facts.raa.asn.au/environmental/mud-wasps/
15/8/2016	OCC0796	Bald Hills	QLD	Tecnam	P92	Rotax	912 ULS	The pilot believed they were Class G airspace, however they were in Class C airspace without clearan...
The pilot believed they were Class G airspace, however they were in Class C airspace without clearance. The pilot was contacted by ATC who then apologised and descended into Class G and continued the flight with no further incident. OUTCOME: Due to similar landmarks in the vicinity (configuration of tower and major road), the pilot assessed he was clear of the CTA step lower limit. Pilots are reminded of the importance of using geographical features to assure of the aircraft location particularly when operating close to CTA boundaries.
14/8/2016	OCC0873	Canberra Airport	ACT	Brm Aero	Bristell LSA	Rotax	912 ULS	The aircraft landed long on RWY35 and had too much speed to exit via Charlie as directed. The pilot ...
The aircraft landed long on RWY35 and had too much speed to exit via Charlie as directed. The pilot felt that applying too much brake would possibly put the aircraft in a dangerous loop or skid so turned left after the Charlie intersection and joined Charlie from the next available exit, this being off RWY30. Thus expediting the aircraft exit from the RWY. OUTCOME: Pilot was instructed to vacate the runway by a specific taxiway by ATC, however due to landing late (and reluctance to brake heavily) the aircraft rolled past the taxiway and exited on the cross runway. Requirements for compliance with ATC instructions was understood by the pilot.
11/8/2016	OCC0772	NW of Brisbane	QLD	Evektor	Sportstar Plus	Rotax	912 ULS	Tracking direct from YRED to YKCY the pilot clipped the very edge of the 3500' step. The pilot was m...
Tracking direct from YRED to YKCY the pilot clipped the very edge of the 3500' step. The pilot was momentarily distracted by a question from the passenger and then mistook a ground landmark and started the climb to cruising altitude of 400' about 1 NM early. OUTCOME: Pilot in command lost situational awareness while navigating in close proximity to a known CTA boundary - contributing factors were distraction with passenger and inappropriate planning to provide sufficient buffers from control steps. Pilots are reminded to plan and manage generous separation from any CTA boundary and to maintain focus and attention on flight and navigation responsibilities whilst carrying passengers.
7/8/2016	OCC0722	Penfield	VIC	Skyfox Aviation	Gazelle Ca25n	Rotax	912A	Pre-flight: engine start and run-up normal with smooth running as per recommended operating procedur...
Pre-flight: engine start and run-up normal with smooth running as per recommended operating procedure. Upon reaching recommended oil temperature, engine run was conducted and aircraft systems deemed normal and operational. Upon advancing the throttle to full power on the commencement of the take off run, the engine ran rough and stopped quickly after approximately 2-3 seconds at full power. The PIC maintained control of the aircraft at all times and applied braking to come to a full stop on the runway. Shutdown procedure was conducted. Aircraft was subsequently pulled back to the hangar for investigation. OUTCOME: Technical Manager reviewed report. The aircraft was ground run after initial concerns with nil defects evident. LAME/ L2 maintainer could not identify issue and aircraft has been flown since with out further concerns. RAAus Technical Manager has advised that if any other issues arise in the future for the operator to submit a new notification.
7/8/2016	OCC0725	Goolwa Airport	SA	Luscombe	8E	Continental	C85-12F	Bird strike on propeller occurred during takeoff roll at approximately 20 kts. OUTCOME: Take-off w...
Bird strike on propeller occurred during takeoff roll at approximately 20 kts. OUTCOME: Take-off was aborted with no further incident. This is the first bird strike reported to RAAus at this area.
7/8/2016	OCC0727	Bendigo Aerodrome	VIC	Tecnam	P92 Super Echo LSA	Rotax	912 ULS	Aircraft 1 was on final approach to RWY 35, aircraft 2 turned on to right base leg after aircraft 1 ...
Aircraft 1 was on final approach to RWY 35, aircraft 2 turned on to right base leg after aircraft 1 had already turned on to final approach. Aircraft 2 appeared to be on a collision course to aircraft 1. The pilot had of aircraft 1 called aircraft 2 “we are on final you are cutting in front of us”. The pilot of aircraft 2 responded “sorry I thought you were the other aircraft” and turned away to the south. There was a third aircraft ahead of aircraft 1 at this stage on short final, and we had previously extended our downwind leg slightly to maintain separation. OUTCOME: The pilot of the Tecnam in this instance made an incorrect assumption of aircraft in the final approach phase and the reduced situational awareness and fixation on only this aircraft compromised the pilots' situational awareness of other possible threats. Pilots are reminded to apply active listening and good lookout to identify all threats to enhance "alerted see and avoid" principles at non-controlled aerodromes.
4/8/2016	OCC0729	Temora	NSW	Brumby	610R	Rotax	912 ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: During annual inspection on the left hand landing gea...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: During annual inspection on the left hand landing gear it was noted that there was a gap of approximately 1mm between the leg and the steel block which forms part of the outboard attachment to the fuselage. Upon further investigation it was found that the Nyloc nuts on the two 1/2 inch bolts were not sufficiently torqued to apply the correct clamping force on the leg. An inspection of the right hand gear found that the bolts could also be turned. Noting that the bolts are 1/2 inch, grade 8 high tensile steel, a gradual torqueing process was applied with a final torque of 80 lb ft to the bolts of both legs. OUTCOME: RAAus Technical Manager has reviewed the report. Error was identified during review / servicing and corrected.
2/8/2016	OCC0720	Bankstown Airport	NSW	Foxbat	A22LS	Rotax	912 ULS	The aircraft encountered a bird strike to the left hand side near the main wheel during the final st...
The aircraft encountered a bird strike to the left hand side near the main wheel during the final stage of landing for a touch and go. OUTCOME: Take-off was aborted and the aircraft taxied to the run up bay to inspect damage to the aircraft. No damage to the aircraft was reported. This is the first bird strike for Bankstown reported to RAAus.
31/7/2016	OCC0728	Raglan	QLD	Pacific Ibis	Ibis Magic	Rotax	912ULS	The daily inspection was completed as per the POH. The aircraft taxied to the Southern end of the ai...
The daily inspection was completed as per the POH. The aircraft taxied to the Southern end of the airstrip for a take off to the North. The pilot conducted the pre-takeoff checklist, engine run up etc. Completed an engine run-up for the second time and checked all the engine temperatures and pressures. The aircraft proceeded to take off and rotated at around 40kts and started to climb. The aircraft dramatically pitched up at a large angle of approximately 45 degrees. The aircraft stalled about 30-40 ft above the treetops. The left wing dropped and the pilot applied full right rudder. The left wing has impacted the treetops and subsequently impacted with terrain. OOUTCOME: The location was a private airstrip and the pilot had not flown the aircraft type before. Previous flights had been in a STOL type aircraft which used less runway to become airborne. The pilot was not a current RAAus Pilot Certificate holder and, due to unfamiliarity with the aircraft type, the aircraft stalled soon after take-off. Pilot has been required to complete his training for Pilot Certificate. Members are reminded of the importance of gaining experience in a new type with an experienced Instructor to ensure safe operations.
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.