Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
23/4/2016	OCC0648	Adelaide	SA	Jabiru	SP 500	Jabiru	2200A	Airspace Infringement near Mount Bold Reservoir: Description:- PC12 PIL inbound to Adelaide from DRI...
Airspace Infringement near Mount Bold Reservoir: Description:- PC12 PIL inbound to Adelaide from DRINA on descent to A030 visual was given traffic on a 1200 squawk with no mode C indication crossing right to left about 14 miles south east of Adelaide. As traffic was passed, a mode C readout of A029 was received from the 1200 squawk, and PIL's descent was stopped at A040. The aircraft passed each other with no less than 1000 ft separation. The 1200 squawk was identified as Jabiru, the altitude verified, and the aircraft instructed to leave class C descending to A025. OUTCOME: Loss of situational awareness due to inattention and distraction in close proximity to control area boundary. The experienced pilot has self evaluated his planning and in flight management errors to protect against any further occurrences SAFETY MESSAGE: RAAus pilots are reminded to ensure adequate planning and consideration of all environmental factors when conducting flights in proximity to known controlled airspace boundaries. High work loads and distraction, due to unexpected flight conditions, can be mitigated by pilots applying generous buffers in their pre-flight planning, and vigilance to in flight navigation, and decision making.
22/4/2016	OCC0639	Bundaberg Airport	QLD	Homebuilt	Nova	Jabiru	3.3	After successfully landing the tail wheel aircraft went into a right hand ground loop and the applic...
After successfully landing the tail wheel aircraft went into a right hand ground loop and the application of left rudder was insufficient to correct. The pilot's application of power caused the aircraft to over correct to the left. This caused the right hand main wheel leg to fold in and collapse. OUTCOME: Runway - Loss of Control (R-LOC) on landing. Contributing factors identified were inattention, lack of tail wheel endorsement and braking configuration of aircraft. Pilot requested to undertake authorised endorsement training with an RAAus school and qualified instructor and to consider reversion of brake design to original differential brake configuration.
20/4/2016	OCC0629	Yarrawonga	VIC	Airborne	Edge X 582	Rotax	582	Aircraft recently experienced abnormal engine indications. Maintainer replaced all fuel lines, fuel ...
Aircraft recently experienced abnormal engine indications. Maintainer replaced all fuel lines, fuel filters, cleaned the fuel tank and replacing the fuel pump and other items with the owner. Maintainer had the owner conduct a number of engine runs with a number of RPM settings before conducting a check flight. Maintainer/ pilot conducted the same power run ups to ensure the aircraft was safe to fly which indicated no sign of a problems. Pilot/ maintainer taxied to the beginning of RWY01, ran the engine up to 5000 RPM and held it there for 2 minutes, started take-off roll and rotated as normal. Pilot climbed in a normal climb out to 900 feet and was about to turn down wind when the engine started to lose power. Pilot tried to restart the engine three times without success however had enough power to conduct a landing in a paddock of the end of the runway. No damage sustained to the aircraft or pilot. OUTCOME: Technical Manager contacted pilot/ maintainer requesting additional information. This was the second incident of its kind regarding engine issues with this specific aircraft. The pilot/ maintainer took appropriate inspections and actions to identify the abnormal engine indications however was unable to identify the source of the problem. The engine has been removed and sent to factory for repair and rectification. The trike manufacturer is assisting with this one off engine issue.
19/4/2016	OCC0661	Tamleugh (NW of Violet Town)	VIC	Corby	Corby Starlet CJ-1	Jabiru	2200	Before departure the pilot noticed a slight stiffness in the canopy slide function. The canopy locke...
Before departure the pilot noticed a slight stiffness in the canopy slide function. The canopy locked securely before flight. Flight from Mt Beauty to Colac, Victoria at 3,500ft at 90 kts. In flight the right hand front corner of the canopy was noticed to be slightly displaced to right (3mm) from normal. This was observed for some time and appeared to be stable. The pilot decided to maintain a reduced speed of 90 kts. After 20 minutes, the canopy suddenly departed the aircraft. The aircraft continued operating normally with no indication of any contact of the canopy with the airframe and with normal engine power and fuel consumption. The pilot elected to continue the flight at reduced speed and the fuel endurance was sufficient for destination with 1 hour reserve. OUTCOME: Owner/ pilot was aware of concerns with the canopy runners for some time and had planned to change the canopy. Unfortunately due to personal reasons the replacement canopy had not occurred, which lead to the incident. This canopy was converted from side opening to slide in 2003. The canopy is an old style (Gould) normally mounted on a three point slide arrangement. This conversion incorporated two Accuride Ball bearing slides regularly used on Corby Starlets. This Canopy is considerably heavier than the common New Zealand variety generally used these days and consequently side loads may have caused some distortion to the slides when fully extended. The owner/ pilot had opened the canopy when taxiing over undulating grass to get parking instructions. One of the ball bearings may have dislodged from its ball carrier and found its way between two slide elements, forcing the elements apart or imparting considerable side load which could ultimately cause this to happen. The owner/ pilot has since had a new canopy made and has supplied the appropriate drawings for the new canopy slide. Corby Starlet owners are reminded of the importance of preventative and ongoing maintenance practices.
19/4/2016	OCC0645	Caboolture	QLD	Aeroprakt	A22LS Foxbat	Rotax	912ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The Aircraft was inspected by the maintainer due to a...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The Aircraft was inspected by the maintainer due to a report of smell of fuel and sign of a leak in the cowling. The maintainer removed the cowlings and on first impressions the leak was detected to be coming from seals around fuel distribution block P/N 851327. After some check tightening of the hoses, and sealing plug, a ground run was conducted and fuel was found to be spraying out of the distribution block. On removal of this block the maintainer found a hairline crack coming from the plug hole and spreading 7mm along to block to the center. The distribution block and seals were all replaced and a ground run was carried out with nil leaks detected and the aircraft re-released to service. The crack was very hard to see due to the machining marks already on the block. OUTCOME: As detailed above the fuel leak source was identified by an appropriate workshop (where the standard maintenance practices for the identification of an issue were conducted). The area of concern was identified as the hairline crack and is being addressed by a replacement part purchased from an approved factory agent.
17/4/2016	OCC0624	Yarrawonga	VIC	Airborne	Edge X 582	Rotax	582	Pilot conducted a test flight for the owner of the aircraft. Pilot had completed engine runs and the...
Pilot conducted a test flight for the owner of the aircraft. Pilot had completed engine runs and then a pre-flight check. The aircraft was running well with no sign of any problems. As the pilot entered the runway they checked the aircraft systems and then applied power. The aircraft responded well and pilot was airborne at the right speed with the aircraft climbing as expected. When the aircraft was three quarters of the way down the runway the engine slowly shut down. Pilot did not try to restart the aircraft and made a forced landing on the runway and rolled to a stop. Pilot restarted the engine on the ground and conducted a run up through the power band with no problem. A high speed taxi was conducted and the pilot conducted a circuit and landed again with no further problems. OUTCOME: All appropriate steps were carried out in relation to the flight testing of the new aircraft. The pilot conducted the correct processes and satisfied himself that the aircraft was considered satisfactorily for additional flight. Engine issues may have resulted from some sort of contamination passing through the system, i.e. fuel, due to aircraft proceeding to be retested and found to produce full power, and subsequently flew without any further issue.
15/4/2016	OCC0627	Rockingham	WA	Morgan Aero Works	Cheetah	Jabiru	2200	Morgan pilot was on climb out of Serpentine over Rockingham tracking for Carnac Island at about 1015...
Morgan pilot was on climb out of Serpentine over Rockingham tracking for Carnac Island at about 1015 h on radio frequency 135.25 passing through 2800. An aircraft was sighted at approximately the same altitude heading South almost directly towards Morgan aircraft. Morgan pilot was very slightly below and, because the other aircraft was tracking across their flight path from left to right, took evasive action by quickly rolling left and down. When the aircraft was about halfway between the Morgan aircraft and the point when they were first sighted, the Morgan pilot noticed it took evasive action up and to the left. OUTCOME: Morgan pilot contacted Perth Centre and reported the near miss, they confirmed the likely identity of the aircraft, then reported other traffic in the area in which pilot attended to. ATSB conducted an investigation of this report and the information can be located at https://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-038/
14/4/2016	OCC0651	Wagga Wagga	NSW	DynAero	MCR-ULC	Rotax	912ULS	Flight from YTMU to YSWG (for the fitment of a new radio) pilot was using an ICOM portable, for the ...
Flight from YTMU to YSWG (for the fitment of a new radio) pilot was using an ICOM portable, for the flight, attached to the aircraft aerial (previous flight had good transmit and reception). During the flight the pilot noticed few radio calls on the area frequency. On 126.95 the pilot gave a 10 NM call 'West at 4,500 ft descending to 3,000 ft, with an expected overhead in 5 minutes' while listening for calls indicating an established runway direction. When over the field at 3,000 ft the pilot was not able to determine the wind direction and noticed a twin taxiing slowly and a Qantas Dash-8 at the apron. The pilot decided to use RWY23 and descended to 1,700 ft entering mid-downwind for RWY23 (standard radio call) calling 'turning base for RWY23, full stop'. At about 200 ft above the ground the pilot noticed an aircraft landing in the opposite direction (on RWY05) with another behind it. The pilot immediately turned right to the dead side, clear of the runway, and in the runway direction climbing to 3,000 ft. On reaching 3,000 ft the twin had commenced to take off on RWY05 and the Dash-8 was at the holding point. The pilot called on the radio that they would orbit at 3,000 ft until the Dash-8 had taken off. The pilot then heard the twin confirming it was an IFR flight for Sydney, however the QANTAS kept asking for the aircraft position after even after the pilot had called their position and height. Another aircraft copied the pilot's transmission to the QANTAS. Following the Dash-8's departure the pilot descended to 1700 ft to enter downwind for RWY05. After the pilot's call another aircraft called that they had turned to downwind for RWY05, then asked the pilot to Go-Around as they had priority. The pilot climbed to 3,000 ft to be well clear and wait the landing of this aircraft where they then descended to enter downwind for RWY05, landing satisfactorily. OUTCOME: Operations reviewed report and believe that if the pilot has a similar situation again, another aircraft with working VHF radio fly in company with the aircraft to ensure adequate radio communications are maintained. This is in line with CAAP 166-1 (3) recommendations.
13/4/2016	OCC0622	Bathurst	NSW	Jabiru	J170	Jabiru	2200B	Glider and tug combinations operating on RWY08 conducting Left Hand (LH) circuits. Powered aircraft ...
Glider and tug combinations operating on RWY08 conducting Left Hand (LH) circuits. Powered aircraft conducting operations on RWY17. (RWY08 is not considered serviceable for powered aircraft due to high glider and tug activity inside the active RWY.) Jabiru called inbound from the South and arrived to a busy circuit with other powered aircraft conducting LH circuits on RWY17. Gliders and tug aircraft were in operation on RWY08. Using standard procedures Jabiru announced its intentions and joined an early downwind (Left) for RWY17. Once established on downwind RWY17 Jabiru communicated with Glider and Ground to confirm separation between the gliders that were operating in the vicinity. Glider Ground advised there were two gliders “thermalling 4000’ off the threshold RWY26” and the pilot confirmed that they had them both sighted. Jabiru continued with the circuit calling both Base leg and Final approach, before landing on RWY17 and was maintaining a look-out for other aircraft (including Cessna in front, Diamond behind and the two gliders) with which the pilot had lost sight during turns to Base and Final (Jabiru being a high wing aircraft). Once Jabiru had touched down on RWY17 the pilot noticed a glider on short final for RWY08 (at the Jabirus' 2 o'clock position) it was then the pilot decided that they did not have sufficient time to stop before RWY08. Jabiru applied full power to cross RWY08 as quickly as possible as it was the pilots best option to keep clear of the glider. Once Jabiru reached flying speed the pilot took-off and announced their intention to conduct another circuit. OUTCOME: ATSB and RAAF have investigated this occurrence. The ATSB have provided a short bulletin on the investigation which can be read by accessing https://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-034/
13/4/2016	OCC1045	Bendigo	VIC	Tecnam	P92 Super Echo	Rotax	912 ULS	Check flight carried out for pilots use of disabled control. Subsequent to flight it was found that ...
Check flight carried out for pilots use of disabled control. Subsequent to flight it was found that the Modification had not been approved by the aircraft manufacture as required for a LSA aircraft. OUTCOME: RAAus Technical Manager has reviewed the report. The report has indicated that the aircraft is an LSA however it is actually type certified. The aircraft is currently about to complete the MARAP certification for the fitment, and formal approval, of the modification.
11/4/2016	OCC0634	Mallee Highway	SA	Airborne	ST 292	Rotax	582	Pilot was flying circuits in the area and landed hard on the highway causing substantial damage to t...
Pilot was flying circuits in the area and landed hard on the highway causing substantial damage to the aircraft with the pilot being hospitalised. The pilot had no memory of the accident or shortly prior to the occurrence. Local pilot instructor assessed the scene after the accident and believes the most likely reason would appear a whirly wind struck the aircraft on landing. The pilot was the only person involved. OUTCOME: Runway-Loss of Control (R-LOC) with environmental contributing factors. Weight shift pilots are reminded that decreased control authority in turbulence can increase risks especially in take off and landing. In this case localised turbulence due to the release of thermal convection was a significant contributor to the accident. These effects are not restricted to the hottest part of the day and can be prevalent as afternoon conditions change particularly if a "trigger" such as a landing aircraft disturbs a parcel of warmer air on landing.
9/4/2016	OCC0652	Lancefield	VIC	Brumby	LSA R600	Rotax	912ULS	The RAAus component of the investigation into the fatal accident near the aerodrome of Penfield, Vic...
The RAAus component of the investigation into the fatal accident near the aerodrome of Penfield, Victoria involving RAAus CFI and pilot was completed in accordance with RAAus usual protocols. The Coroner has advised RAAus on 27 April 2018 there were no significant safety outcomes related to recreational aviation activities. RAAus continue to work at the invitation of state and territory police to provide industry and aviation specific subject matter experts to investigate fatalities relating to recreational aircraft accidents. This forms parts of RAAus overall strategy to inform members on safety related matters that may affect them and assist local authorities in determining what occurred. These investigations are conducted to ensure any relevant safety matters are provided to RAAus members and reduce the likelihood of a reoccurrence.
9/4/2016	OCC0620	Caboolture	QLD	Savannah	VG XL	Rotax	912 ULS	Whilst climbing out on takeoff on RWY30, at approximately 300-400 ft, a subtle vibration was felt fr...
Whilst climbing out on takeoff on RWY30, at approximately 300-400 ft, a subtle vibration was felt from the engine for a few seconds then the engine ran very roughly and lost power. An immediate turn and successful landing was made on RWY06, without injury or damage. OUTCOME: Investigation of the power loss revealed a substantial corrosion build up at the bottom of the RH carby float bowl. The loose debris migrated aft in the bowl creating a high point which prevented the float from fully opening the needle and seat and at full power, the fuel demand for the RH cylinders exceeded supply until the float bowl ran dry causing the RH cylinders to loose all power. High power engine runs on the ground did not reveal this defect as the debris levelled out enough to allow full flow. After a thorough clean out, the float bowl had pitting corrosion on the bowl bottom surface underneath each float. It is suggested that the ethanol sitting in the float bowl or perhaps an ethanol / water mix, over time may have caused this corrosion. Owner intends to buy fuel from a supplier that has higher quality control and will check the float bowls regularly for debris and corrosion. RAAus Recommendations: RAAus recommends that all aircraft operators utilise appropriate methods and processes to ensure the quality of the fuel utilised in their aircraft operations. A number of recent instances have highlighted that fuel purchased from service stations has contained amounts of contamination in the fuel such as water. RAAus recommends appropriate fuel sampling and monitoring of all fuel bowls and carburettor bowls for aircraft utilising MOGAS. Members are also reminded to refer to the maintenance manual and operational procedures of their aircraft to confirm fuel types allowed for operation.
8/4/2016	OCC0618	Bundook Manning Valley	NSW	FPNA U.S. Valor	Aeroprakt A22 LSA	Rotax	912ULS	Pilot left YCNK 1530 tracking north to YPMQ via Gloucester in VFR corridor. Weather conditions becam...
Pilot left YCNK 1530 tracking north to YPMQ via Gloucester in VFR corridor. Weather conditions became worse with low cloud approaching Bundook,with no chance to continue further North. Pilot made the decision to turn back to Gloucester however by this time conditions were far worse with the aircraft being totally socked in however pilot had the ground and hills visual. Pilot made the decision to land in one of three paddocks and conducted a precautionary landing with no further event. OUTCOME: Pilot has agreed to remedial training elements in Human Factors and interpretation and understanding of Meteorology in regard to flight planning with local senior instructor.
3/4/2016	OCC0617	Toowoomba	QLD	Aeroprakt	Vixxen	Rotax	91ULS	On approach to destination, after a planned flight time of 42 minutes, the pilot had noticed the SE ...
On approach to destination, after a planned flight time of 42 minutes, the pilot had noticed the SE winds had increased in strength as they flew further west (especially across the escapement approximately 3 nm east of the airfield). Pilot chose to land on 1-1 which was the recommended arrival runway. The crosswind was at about 2 o’clock relative to aircraft track on final, fairly strong and gusting (approx 12-15 knots). The actual approach was bumpy, but otherwise normal and within pilots ability. Pilot lined up on the centre-line at 55 knots on late final, one stage of flap. The main landing gear touched approximately 50 metres beyond the threshold however the nose was still well off the ground. At this point pilot recalled being on an uphill gradient well below the crest of the runway at Toowoomba. The aircraft lifted up by the right wing, was pushed to the left and was briefly flying again. Pilot overcompensated when turning to the right and the aircraft landed giving the nose-wheel a solid thump. Aircraft did not bounce or skid after the nose-wheel made contact with the runway. Pilot regained control of the aircraft and was able to quickly bring it to a halt pointing into the wind with the aircraft just on the grass on the right of the runway. OUTCOME: Runway-Loss of Control (R-LOC) event. Contributing environmental and type configuration factors were also identified. An effective self evaluation and further mentoring with Operations has assisted this pilot to understand and prevent further occurrences.