Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
19/3/2017	OCC0972	2nm NE Murray Field Airport	WA	Fly Synthesis	Storch HS J	Jabiru	2200A	After operating normally, for approximately 40 minutes, the aircraft engine began to run roughly. Th...
After operating normally, for approximately 40 minutes, the aircraft engine began to run roughly. This occurred at 3000ft, in an almost clear sky. The temperature at the time and altitude was estimated to be 18 degrees Celsius, and there had been no rain since the previous day, but carburettor icing was suspected as the problem. The pilot applied carburettor heat, and worked the throttle but the problem persisted. The pilot advised traffic at YMUL that the aircraft had engine problems and was making a straight in approach on RWY 23. The engine continued to run roughly, and at around 400ft on final there was mild vibration and the engine stopped completely. Two brief attempts to restart were unsuccessful, and an engine-out landing on the runway was carried out without further incident. Some 15 minutes after landing the engine was restarted and performed normally. After conducting a fuel drain check the engine was run up and checked at various power settings without any signs of rough running. A test flight was conducted with a climb to 3500ft over YMUL, without problem. The pilot then departed YMUL for YSEN 7nm away. A normal powered approach and landing was made at YSEN. OUTCOME: Carburettor icing continues to be a factor in many partial and total engine failures but is not easily identified in subsequent mechanical investigations due to lack of physical evidence. Use of suitable heat control systems may not be sufficient by the time the symptoms become evident to the pilot and therefore pilots need to be vigilant wherever the possibility not just the likelihood of icing conditions are present. Visible moisture is one constant required for any possibility of carby ice forming and in Australia transitional seasonal periods of high humidity and decreasing temperatures often occur between March and June which can increase the likelihood of potential icing conditions even when not forecast.
17/3/2017	OCC0977	Deniliquin	NSW	Jabiru	J230D	Jabiru	3300	The engine started to run rough approximately 8NM from Deniliquin and subsequently failed on approac...
The engine started to run rough approximately 8NM from Deniliquin and subsequently failed on approach to the airfield. OUTCOME: Initial inspection by L1 maintainer has shown that the engine has lost a valve and seat. Due to aircraft being an LSA the engine has been sent to the manufacturer, along with copies of the log books/ The owner is awaiting to hear from the manufacturer the outcome of the engine tear down inspection.
14/3/2017	OCC0962	Paradise Dam	QLD	Seamax	M22	Rotax	912 ULS	The aircraft touched down on the water at the correct speed and attitude with a slightly high vertic...
The aircraft touched down on the water at the correct speed and attitude with a slightly high vertical speed. It remained on top of the water normally for approx. three seconds and then had a high deceleration and rotated forward coming to rest inverted. OUTCOME: On investigation it was identified that the aircraft has had a number of previous wheel up landing incidents, which were reported to RAAus. This incidents however were not logged into the airframe logbook. Therefore it is feasible that the previous repair after a wheel up landing that may have failed during this landing occasion. Members are reminded to ensure that appropriate information regarding incidents is also logged into aircraft logbooks.
11/3/2017	OCC0963	Sunshine Coast Airport	QLD	Jabiru	J170	Jabiru	2200B	Having been cleared for take-off on RWY 18 with instructions to make left turn, the pilot commenced ...
Having been cleared for take-off on RWY 18 with instructions to make left turn, the pilot commenced the left turn. During the turn the pilot was distracted with a radio squelch issue, and rather than intercept the southbound track, continued in the left turn whilst trying to sort the radio out. The pilot then realised at the same time that the tower queried, that they were heading in the wrong direction and advised the tower they would continue turning left and set course overhead. The pilot apologised to the controller who then cleared the aircraft and directed it to the first reporting point, and the aircraft departed the Control zone. OUTCOME: Due to the pilot's distraction with the radio, he did not follow the departure instructions of the controller, resulting in a non-standard departure. The pilot self identified the factors and provided analysis of his actions to prevent recurrence.
11/3/2017	OCC1077	Bendigo Airport	VIC	Tecnam	P92 Echo Super	Rotax	912 ULS	The pilot inadvertently left the throttle of the aircraft in the full throttle position after a thro...
The pilot inadvertently left the throttle of the aircraft in the full throttle position after a throttle linkage check operation for any chaffing or cable movement damage. The aircraft engine started and the aircraft immediately moved rapidly forward on the hanger taxiway for a distance of about 40 metres, the left wing clipped the sliding door of a hanger. The aircraft then speared unintentionally left until the three blade Bolly propeller struck the hanger sliding door. The aircraft continued on a left rotation and further struck the tip of the right wing. The aircraft was immediately turned off by the pilot and the pilot disembarked. The pilot was unhurt and no further damage occurred. OUTCOME: The pilot has completed an additional flight review and the protocol for checking throttle linkage security has been revised to prevent a recurrence.
10/3/2017	OCC0960	The Oaks	NSW	Spectrum Aircraft	Drifter Fisher Mk I Sport	Rotax	503DCDI	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
9/3/2017	OCC0952	Lismore	NSW	Jabiru	230 D	Jabiru	3300A	While turning through 180 degrees to vacate the RWY to let RPT land, a wind gust caused a large radi...
While turning through 180 degrees to vacate the RWY to let RPT land, a wind gust caused a large radius turn causing the aircraft to leave the sealed surface by a metre where it hit a soft patch of ground. This resulted in a nose wheel sink followed by a prop strike. OUTCOME: While attempting to clear the runway for an inbound RPT, the aircraft did not turn as expected due to a strong crosswind and the pilot did not manage the aircraft resulting in running off the runway and a propeller strike.
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.