Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
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.
25/2/2017	OCC0939	French Island	VIC	Aeroprakt	A22LS Kelpie	Rotax	912 ULS	The pilot landed the aircraft on a beach, then taxied to what appeared to be a flat rocky surface, h...
The pilot landed the aircraft on a beach, then taxied to what appeared to be a flat rocky surface, however this turned out to be mud with about 20cm of water beneath the surface. The nose wheel then sank under the mud and the aircraft bogged. The pilot turned the engine off and tried to pull the aircraft from the soft ground and to locate firmer ground to take off from. When the pilot started the aircraft and tried to taxi the aircraft to the harder ground it bogged again, this time with the tip of the propeller making contact with the muddy ground. The pilot immediately shut the engine down, closed the fuel valves for both wings and turned off the electric system of the aircraft then called for assistance as it was unknown how long it was until high tide. OUTCOME: The pilot elected to land on a beach however the surface was not appropriate and the aircraft became bogged. The pilot moved the aircraft to what was believed to be a more suitable location, however during the take off roll the aircraft sank into soft sand and the propeller impacted the sand. The aircraft was disassembled and removed for an assessment of the engine to ensure no damage occurred. The pilot has undertaken further research and determined landings on beaches must include an independent assessment of the surface suitability prior to landing.
25/2/2017	OCC0943	Private strip, Bluewater	QLD	Aeroprakt	A22LS Foxbat	Rotax	912ULS	Upon return to a private strip, after waiting for a local shower to pass, the pilot carried out a no...
Upon return to a private strip, after waiting for a local shower to pass, the pilot carried out a normal approach and landed. The strip had just been mown and was covered with grass which caused the aircraft to skid when the brakes were applied. The aircraft overran the strip impacting with the fence at the end of the RWY. Upon exiting the aircraft it was noted that the prop had impacted a star picket and there was some minor damage done to the cowlings and a branch had touched the leading edge of the left wing leaving a small indent and scratching underside of left flaperon. OUTCOME: RAAus Operations Managers have reviewed this report and the pilot identified that due to the wet grass (that was cut that day) it caused an increase of the aircraft speed off the runway. The pilot also observed that the wind had dropped to nil which also was a factor. Additionally the limited overshoot area contributed to the incident and with an additional 20 metres or more would have avoided any impact. As such the private strip will now be extended to overshoot / undershoot by 75 metres and include an installation of a 2.8 metre windsock.
23/2/2017	OCC0934	Goulburn	NSW	Skyfox	Gazelle	Rotax	912A	A student was conducting solo circuits with conditions that were CAVOK with light winds. The aircraf...
A student was conducting solo circuits with conditions that were CAVOK with light winds. The aircraft experienced rough running, with engine noise and partial power loss on upwind RWY 04. The student performed a successful forced landing straight ahead into a paddock approximately 1.5 NM NW of the field. OUTCOME: On inspection of the engine the maintainer found the Carby circlip was unserviceable. The aircraft has now been fitted with a new circlip and the aircraft is again serviceable.
22/2/2017	OCC0947	Moree	NSW	Tecnam	P92 Echo	Rotax	912S	The pilot was unaware that their taxi broadcast was not heard, nor did they hear any readable incomi...
The pilot was unaware that their taxi broadcast was not heard, nor did they hear any readable incoming aircraft calls. The pilot first saw another aircraft on the TWY, where the two aircraft passed each other safely. When stopped at the holding point the pilot heard a third aircraft for the first time, when it broadcast overhead and joining the circuit. The pilot broadcast that they were backtracking to the RWY, took off, and made a departure call. It's possible that the radio malfunctioned, or was not receiving on 126.7 - equally possible for other aircraft to have unexplained transmission issues. OAT was extreme - at least 45C. The pilot had communicated with aircraft other than these two on 126.7 both before landing and after departing the airfield on this day. OUTCOME: The Pilot in command did not use effective see and avoid strategies relying on radio for primary separation. Further contributing factors were incorrect taxiing procedures and application of correct give way rules. RAAus Operations have provided education and training to the pilot on further risk mitigation and lookout techniques.
21/2/2017	OCC0941	Bendigo	VIC	Tecnam P92	P92 Echo Super	Rotax	912 ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: As per normal practice, the pilot checked each igniti...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: As per normal practice, the pilot checked each ignition circuit before shutting down the engine by turning off each mag switch in turn. When the right hand switch was turned off there was a dead cut of the engine. The engine was restarted and tested at normal run up revs of 3800 and then at 3000 and found it was OK, however when it was checked at 2000 rpm an intermittent fault was found. Switches, wiring and plug connectors were tested and found OK. The ignition modules were tested by substitution of a spare module and the problem was found to be rectified. OUTCOME: The National Technical Manager has reviewed all data and is satisfied all areas of concern have been addressed. Unfortunately the ignition modules do fail and this has been addressed by RAAus with the Australian importer.
21/2/2017	OCC0929	Tooradin Airfield	VIC	Airborne	Edge XT 912	Rotax	912 UL	The pilot was standing beside the cockpit, with left foot on the brake, left hand on the compression...
The pilot was standing beside the cockpit, with left foot on the brake, left hand on the compression strut while pressing the start button with the intention that once the engine started, removing a heat pack from the ignition module, then climbing into the cockpit. On starting, the plane rolled forward. Pressure on the left brake pedal served only to turn the nosewheel to the right and the brakes to be not applied. The pilot swung into the cockpit but could not regain sufficient control before the plane rolled 15m and the left wing struck a light pole. The power of the engine caused the nose to rise up the light pole, the left landing gear strut contacted the light pole, and the plane came to rest in a nose up position resting on the engine and propeller. OUTCOME: Loss of Control of aircraft during starting phase due to pilot not being correctly seated and in control of the aircraft braking systems
20/2/2017	OCC0932	Yarrawonga	VIC	Airborne	XT 912	Rotax	VL180	The aircraft crossed the threshold slightly high but still within the limits of a normal approach an...
The aircraft crossed the threshold slightly high but still within the limits of a normal approach and landing. It is unclear if the student then took the power off and put an incorrect input in. The aircraft lurched to the left and descended rapidly to the ground, hitting the left wheel ﬁrst. The instructor grabbed the controls and told the student to add full power. The aircraft bounced on the left wheel and we were airborne again. The instructor subsequently requested the student select full power as he could not get to the throttle as he had both hands on the controls. The aircraft became airborne again but not lined up on the runway. Again the instructor requested full power however there was no input from the student. On the third bounce the aircraft settled on the runway but it was angled to the left and slowing down. This is when the student added full power. The aircraft then rapidly started moving towards the fence past the ﬂight strip. The instructor had the controls but not the throttle. The aircraft became airborne again and began to climb. The instructor’s intention was to conduct a go-round until the student then put the throttle to ﬂight idle. This caused the aircraft to descend hitting the top of the fence and the aircraft rolled slowly over the fence inverted and settled on its right side. OUTCOME: A full investigation including a school inspection and CFI renewal was conducted to review training processes and instructional flight management relating to recovery from uncontrolled states both in generic weight shift environments and further into control protocols and risk management in weight shift instructional environments. The investigation outcomes have resulted in adaption by the CFI and school of a more robust application of risk principles in flight operations. It is further recommended by operations that where shared control environments are required that early intervention of potential uncontrolled states be adopted by all instructors and briefed accordingly in regards to HF elements of pre-flight and operational briefings in relation to crew responsibilities and cockpit resource management (CRM).
18/2/2017	OCC0925	Brisbane West Wellcamp	QLD	Jabiru	J160C	Jabiru	2200 B	Conducting touch and go's, the aircraft came to a full stop landing. The pilot then applied full pow...
Conducting touch and go's, the aircraft came to a full stop landing. The pilot then applied full power to take off and after 25-40 meters into wind, the Port wing rose suddenly and the aircraft "wheel barrowed" on the front wheel and starboard main wheel, striking propellor and just touching starboard wingtip. The aircraft then righted itself, and came to a stop.OUTCOME: Runway Loss of Control event R-LOC. PIC has undertaken additional training and counseling.
18/2/2017	OCC1069	Morton Island	QLD	Flysynthesis	Texan 550	Rotax	912 ULS	The PAX unlatched one side of the bubble canopy of the aircraft while in flight. A precautionary lan...
The PAX unlatched one side of the bubble canopy of the aircraft while in flight. A precautionary landing was safely carried out at local airfield. OUTCOME: Operations Managers have reviewed this report and no further action or comment is required. Members are reminded to ensure that all passengers have had a pre flight briefed conducted.
16/2/2017	OCC0922	Noosa Heads	QLD	Alpi	Pioneer 200	Rotax	912 ULS	A delayed inbound call owing to unusually high volume of radio traffic resulted in the aircraft to b...
A delayed inbound call owing to unusually high volume of radio traffic resulted in the aircraft to be within the airspace prior to being able to contact ATC. The pilot then misunderstood the tower instructions for approach to maintain 1500' and join L downwind 36 and was on track to join R downwind 36 before further contact with the tower for correction. OUTCOME: RAAus Operations Managers reviewed this incidents with the Aero Club CFI and noted that the member was exercising the privileges of his CASA RPL not any RAAus exemption privileges. Notwithstanding this the pilot has been debriefed on CTA clearance protocols.