Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
8/8/2017	OCC1115	Moorabbin Airport	VIC	Foxbat	A22LS	Rotax	912 ULS	During a training flight in a Foxbat, the student called inbound to YMMB at Carrum, the controller g...
During a training flight in a Foxbat, the student called inbound to YMMB at Carrum, the controller gave us normal joining instructions for RWY35L as well as traffic information on the aircraft ahead of us on the same approach. A short time later, around 2 mins a Warrior reported as inbound from Carrum and was given the same clearance but was asked if they had sighted the first aircraft. The PIC of the Warrior replied with their callsign. When the Foxbat reported 3 miles the controller again asked the Warrior if they had the first aircraft in sight. The Warrior again responded with callsign only, to which the controller emphasized that they needed the pilot to confirm that they had the Foxbat sighted. On mid final the Foxbat again heard the controller asking the Warrior if he had the Foxbat in sight. The Warrior responded with callsign only, the Instructor in the Foxbat looked behind and saw the Warrior close behind in a 6.30 clock position getting bigger. The controller asked the Warrior to break left and go around. The Foxbat did not hear anything further before the controller instructed the Foxbat to dive. The Instructor took over and dived 200-300ft before proceeding to regain approach profile and land without further incident. Determined Outcome: The incident was raised with Airservices Australia and tabled with the Moorabbin Runway Safety committee and an agreed trial program will be implemented by Airservices in conjunction with the aerodrome manager that includes specific measures to reduce circuit and training densities and risks of air proximity occurrences.
6/8/2017	OCC1111	Gympie Aerdrome	QLD	I.C.P. Sarl	Savannah	Rotax	912 ULS	The pilot entered the aircraft with the intention of taxiing the aircraft back to the club hangar. T...
The pilot entered the aircraft with the intention of taxiing the aircraft back to the club hangar. The pilot completed the usual checks before starting, however when the aircraft started it instantly surged forward. The pilot was not able to stop the aircraft by using the brakes then closing the throttle and turning off the master switch. As there were people nearby the pilot quickly applied a large amount of left rudder resulting in the aircraft impacting a nearby hangar. DETERMINED OUTCOME: Investigation confirmed the pilot believes he had closed the throttle. However, for some reason it was at full power. The pilot advised that he thought the throttle may have gotten stuck in the open position. A 100 hourly service was completed two days before the incident and the aircraft had been flown since the maintenance. RAAus cannot conclude the cause of this incident.
5/8/2017	OCC1112	Latrobe Regional Airport	VIC	Jabiru	160C	Jabiru	2200	While taxiing to the run-up bay, the right hand tyre went flat. The 4 AN4-11A bolts had sheared. ...
While taxiing to the run-up bay, the right hand tyre went flat. The 4 AN4-11A bolts had sheared. Determined Outcome: RAAus is currently developing L1 and L2 training process to address these types of issues. It would appear that this is a high time aircraft and that the routine maintenance and servicing has not been correctly implemented.
3/8/2017	OCC1125	Emerald Airport	QLD	Thruster	T300	Rotax	582	During approach, the crew of an RPT aircraft were unable to establish communication on CTAF or throu...
During approach, the crew of an RPT aircraft were unable to establish communication on CTAF or through Centre with a Thruster conducting circuits. As a result, the QL aircraft held for 15 minutes prior to landing to ensure separation. Determined Outcome: The supervising CFI was contacted to identify the specific technical issue in relation to the loss of communications between the RPT and his supervised student pilot. While it was determined that the pilot had departed the area and was not a threat to the incoming RPT, the correct transmit blind procedures were not carried out. An agreement was reached that for future operations the CFI would ensure radio serviceability was confirmed as per CAR requirements before allowing a student to disembark on any training area solo operations.
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.