Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
12/12/2016	OCC0848	Latrobe Regional Airport	VIC	Tecnam	P92 Eaglet	Rotax	912 ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Whilst carrying out the daily inspection on the aerop...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Whilst carrying out the daily inspection on the aeroplane the electric trim was found to be unserviceable. On inspection of the servo it was found to be full of water and the gears seized. OUTCOME: Technical Manager has spoken with the agent and LAME/L2. The aircraft had been located outside and water had entered the gearbox. All gears have been removed and cleaned, re-greased and installed. The unit has been ground tested with no further defects evident. If unit was to fail in flight it is able to be manually overridden without any excessive control input. In discussion with the agent the trimming is found to be sluggish on inspection and it has been advised that the application of a lubricant such as CRC/WD-40 is able to rectify the issue. At this stage no other further actions are required. The servo was repaired and the aeroplane returned to service.
11/12/2016	OCC0852	Bankstown Airport	NSW	Aeroprakt	AP22	Rotax	912 ULS	During a training lesson (circuits) it was noticed that the brake pressure was very low (low resista...
During a training lesson (circuits) it was noticed that the brake pressure was very low (low resistance). The pilot let ATC know and conducted a go-around to assess the brakes on downwind. The pilot then informed ATC of the situation with the break pressure and requested RWY 11L and an unrestricted taxi back to parking. The aircraft came to a stop fairly quickly and then the pilot vacated the aircraft from the runway and taxied back to parking. OUTCOME: Technical Manager liaised with the Instructor and CFI regarding the incident. Aircraft has been inspected and it has been identified that the master cylinder had failed. The likely cause of the failure is attributed to normal wear and tear due to the high hour use of the aircraft (used in a flight school environment up to 4-5 hours per day). The aircraft also experiences extended periods of taxing and breaking due to the location of the school at a busy airfield. Technical Manager has also liaised and informed the the Australian agent about the incident.
8/12/2016	OCC0858	Serpentine Airfield	WA	Flysynthesis	Texan 550 - LSA	Rotax	912 ULS	The aircraft was pre-flighted for a flight test after maintenance and taxied to the end of RWY05. Al...
The aircraft was pre-flighted for a flight test after maintenance and taxied to the end of RWY05. All pre-flight checks proved nothing wrong. A take-off was initiated on the grass RWY09. At approx. 50ft altitude there was an immediate loss of power, insufficient to maintain height. A turn was instigated towards 230 RWY but at constant descent marginally above stall speed the aircraft came to rest in a dense Tee Tree thicket. DETERMINED OUTCOME: Maintainers can significantly reduce risks of engine failure by following standard maintenance procedures published by manufacturers and using manufacturer supplied parts. Rotax engines are particularly susceptible to carburettor imbalance and fuel pressure issues and maintainers are urged to make use of Rotax provided Service Bulletin service for any nominated serial number and engine type. Education of correct maintenance procedures, referencing SBs and ADs and correct logbook entries remains a focus for the RAAus Technical team.
6/12/2016	OCC0845	Bendigo Airport	VIC	Tecnam	Eaglet	Rotax	912 ULS	Whilst turning on the ground the aircraft's LH wing tip clipped the hangar and swung the propeller i...
Whilst turning on the ground the aircraft's LH wing tip clipped the hangar and swung the propeller into the hangar. OUTCOME: Student pilot (on third session of solo operations under supervision) became agitated and overloaded after exiting the runway. They lost situational awareness during taxiing to the school operations hangar area which resulted in the aircraft impacting a wingtip, and subsequently yawing, into hangar with the nose causing extensive damage to aircraft and hangar. The identified contributing factors relating to the incident were a breakdown in audible communications, failure to taxi appropriately (with reference to defined centrelines) and student pilot overload. Comments from Operations: An effective and clearly agreed plan for supervised solo flights must be understood and adhered to between student and instructor in all supervised solo operations. Taxiing risks and vigilance in operations should remain as the highest priority in all aircraft ground operations. This can be enhanced by stopping once clear of any runways and re-configuring any aircraft systems and clearly determining the appropriate taxi path before moving to the required shut down area.
3/12/2016	OCC0968	Lethbridge Airport	VIC	Vans Aircraft	RV-12	Rotax	912 ULS	Whilst pulling an aircraft out of the hangar, the port side wing struck another stationary aircraft....
Whilst pulling an aircraft out of the hangar, the port side wing struck another stationary aircraft. This damaged the leading edge of the port side wingtip of the stationary aircraft. OUTCOME: While moving aircraft in the hangar one aircraft impacted the other causing damage. Members are reminded of the importance of airmanship and ensuring aircraft are well clear when moving, whether under power or in a hangar.
3/12/2016	OCC0919	Jandakot	WA	Evektor	Sportstar Plus	Rotax	912 ULS	An aircraft was on approach for a downwind join when another aircraft with a low time solo student w...
An aircraft was on approach for a downwind join when another aircraft with a low time solo student was told to join crosswind behind the first aircraft. The student turned too early and headed straight for the first aircraft. The instructor in the first aircraft had the second in sight in sight the whole time and turned to avoid them. OUTCOME: The pilot disobeyed ATC instruction and counselled by ATC. ATC lodged a REPCON regarding the incident. NFA required by Operations.
1/12/2016	OCC0843	Kingston-on-Murray	SA	Jabiru	LSA55/3J	Jabiru	2200J	On take-off, just after rotation, the aircraft impacted with a bird. The contact was with the propel...
On take-off, just after rotation, the aircraft impacted with a bird. The contact was with the propeller which separated. The aircraft was lowered back to the RWY resulting in the aircraft running off the end and impacting with a tree. OUTCOME: First report of bird strike in this area. The pilot was flying near dusk, a known time for increased risk of bird or animal strike. No further action required.
1/12/2016	OCC1134	Townsville	QLD	Foxbat	A22LS Foxbat	Rotax	912 ULS	Flying from Bluewater Park to Townsville. On descent left rudder felt heavy and rudder pedals would ...
Flying from Bluewater Park to Townsville. On descent left rudder felt heavy and rudder pedals would rest at full left stop if the pilot did not maintain foot pressure. The pilot was not very familiar with the type at the time and felt this might be unusual. They decided to ask tower for visual inspection of undercarriage in the event of damage during take-off roll. No damage or anomaly sighted by tower. Aircraft flew normally as speed reduced to normal level flight and approach configurations. The pilot did not request any further assistance from the tower or ground support and the aircraft landed normally. Aircraft was fully inspected by a LAME on the ground at the GA parking. The pilot since learned that this aircraft type does not have the usual self-centring arrangement the pilot is used to on tricycle undercarriage types. Determined Outcome: The PIC has self-identified that he did not understand the effects on the handling characteristics of the aircraft that can occur with an aircraft fitted with all-terrain wheels. When events such as these occur, RAAus recommends a report is submitted via the OMS for information purposes and allow assessment of the benefits of education to members. Nothing further was required of the pilot as the aircraft characteristics are correct relevant to the type of tyre used on the aircraft.
30/11/2016	OCC0846	Jandakot	WA	Evektor	Sportstar	Rotax	ULS	A student was doing their first solo flight. The conditions were good and they had been with the CFI...
A student was doing their first solo flight. The conditions were good and they had been with the CFI for an hour and had conducted several landings confidently and satisfactorily. On the solo circuit they landed safely and well however over corrected with left rudder. The aircraft ground looped and left the runway onto the grass verge. The student regained control and after speaking to the tower taxied back onto the runway and exited on the nearest taxi way. OUTCOME: During a first solo, the student landed safely and applied too much left rudder resulting in a ground loop. The aircraft was assessed for damage, as was the runway and surroundings. Student will undertake further retraining prior to further solo.
28/11/2016	OCC0837	East Sale	VIC	Air Creation	Tanarg	Rotax	912	During a short flight, whilst passing over 2875’ high terrain (at altitude of 3800 ft) the aircraft ...
During a short flight, whilst passing over 2875’ high terrain (at altitude of 3800 ft) the aircraft encountered moderate turbulence. During the flight preparation ARFOR wind was predicted (270 degrees 20 kts) above 2000ft. The pilot had flown over this local terrain many times before in similar conditions (mostly when R358 was deactivated). The pilot instinctively climbed to an altitude beyond the rough air (temporarily oblivious to the Active Altitude Restriction) and in doing so, the 4000ft LL was infringed. OUTCOME: While remaining OCTA, the pilot encountered moderate turbulence and without considering the CTA lower limit, climbed to move out of the turbulent layer, inadvertently infringing CTA. He noted for future flights he would conduct pre-flight planning to contact ATC for a clearance as he is CTA qualified.
27/11/2016	OCC0840	Wangaratta Airport	VIC	Esqual	Vm 1c	Rotax	912S	The aircraft was departure normal with full throttle. After take off, at approximately 10 ft in the ...
The aircraft was departure normal with full throttle. After take off, at approximately 10 ft in the air, the left wing dipped and the pilot was unable to correct the aircraft angle. The wing tip made contact with the ground. The aircraft lost a propeller blade and the left wheel collapsed. All electrics switched off and there was no evidence of a fire at this point. After the pilot checked the passenger was uninjured they both exited the aircraft. On exiting the aircraft a small amount of smoke was seen from the engine compartment. By the time the pilot and passenger had cleared the aircraft (approximately 20 m away) it had caught fire, destroying it. OUTCOME: The pilot was operating from a shorter grass strip, with additional traffic, due to the fly in activity. The pilot may have applied sufficient inputs to cause the aircraft to lift off earlier than usual, resulting in a stall. Corrective actions were not sufficient to prevent the aircraft from impacting heavily on the left wing, which caused the left wheel to collapse. The pilot and passenger were able to exit the aircraft, which was subsequently destroyed by the post impact fire.
27/11/2016	OCC0839	Boonah	QLD	Skyfox	Skyfox Ca22	Rotax	912	The pilot gave a 10 NM inbound call to Boonah, then called joining downwind RWY04. No other calls we...
The pilot gave a 10 NM inbound call to Boonah, then called joining downwind RWY04. No other calls were heard in the reply. Whilst on downwind the pilot noticed a shadow on the ground and saw a gliding tug on the inside (of downwind) for RWY04. This is the first the pilot was aware of the tug. OUTCOME: This incident involved a RAAus registered aircraft and a glider in which both parties were counselled by the local RAAus CFI in regard to the aircraft separation incident. RAAus Assistant Operations Manager discussed this with the RAAus pilot and discussed the procedures for the area. It appeared that both the RAAus aircraft and glider did not follow airfield procedures. Ongoing discussions are occurring regarding the correct operating procedures between both types of aircraft at the field and it has been recommended that a safety meeting be conducted to clarify rules and procedures so that all parties can operate in the area harmoniously and without further issues.
27/11/2016	OCC0844	Truro (Private strip)	SA	Skyfox Aviation	Gazelle Ca25n	Rotax	912	While conducting touch and goes the aircraft touched down and started to roll when the pilot noticed...
While conducting touch and goes the aircraft touched down and started to roll when the pilot noticed the wind sock had changed, showing the wind to be gusting in an S W direction. The pilot decided they were too far down the RWY to take off again so attempted to slow the aircraft, throttle back and braking, however the tailwind was too strong. At the end of the RWY was a taxiway which the pilot attempted to turn on to but the wind pushed the rolling plane against a low cyclone sheep fence as the aircraft turned. OUTCOME: Pilot was conducting several "touch and go's" on a private strip and did not notice the wind had changed into a quartering tailwind. The pilot attempted to stop the aircraft however over ran the strip and impacted with a fence. The pilot noted that he should have monitored the wind direction more closely during the landings.
25/11/2016	OCC0856	Hedlow Aerodrome (Rockhampton)	QLD	Airborne Windsports	Edge X 912	Rotax	912 UL	Fatal Accident involving RAAus member and passenger. RAAus accident consultants are assisting police...
Fatal Accident involving RAAus member and passenger. RAAus accident consultants are assisting police in determining the causal factors that led to the accident. A special Enews was sent out to members to inform them of the events http://www.vision6.com.au/em/message/email/view.php?id=1255251&u=70000&k=qu2fC0KuNRfQjgBl3liwmAQCTj3AGLPT3BhimQnR4Xk Update: During a routine flight training exercise in a weightshift aircraft it appears the CFI and student were involved in a loss of control event while on approach to the airport. While RAAus assisted police with the preliminary investigation, the Coroner elected to utilise a third party to create the final report and at the request of the family has not publicly released a final report. RAAus preliminary investigations revealed no airworthiness issues with the aircraft nor concerns about the compliance, competence and currency of the pilots aboard. As a general safety statement pilots of weight shift aircraft can significantly reduce risk when operating these aircraft by ensuring forecast weather conditions for the expected duration of the flight are within their capabilities and they are familiar with the characteristics of the aircraft wing and performance. RAAus continues to work collaboratively with other organisations to ensure training in weightshift aircraft is relative to the advances in weightshift aircraft design and performance. RAAus also works collaboratively with the Australian Transportation and Safety Bureau and local municipalities to investigate recreational aviation related fatalities. In this particular instance the Coroners actions have excluded RAAus from carrying out this function.
25/11/2016	OCC0933	Chinchilla	QLD	ICP	Savannah S	Rotax	912	Due to bushfire smoke the pilot was unable to get visual land marks until virtually over the top of ...
Due to bushfire smoke the pilot was unable to get visual land marks until virtually over the top of them, as a result map reading became virtually impossible. This coupled with the failure of a backup GPS plus an increase in the severity of the turbulence resulted in the pilot became uncertain of their position, therefore rather than letting the situation progress to a more dangerous situation and as the aircraft was transponder mode S equipped, requested assistance from Brisbane Centre and Radar Vector. The pilot was vectored to circuit area Chinchilla where the aircraft landed safely. OUTCOME: This is a classic "Swiss cheese" scenario pilots should be aware of when managing flights in smoke affected areas. While the pilot noted he was only using GPS for assistance and all navigation was completed using basic navigation and dead reckoning practices, increased smoke in the area was a major factor for a potential flight into IMC conditions. The lessons here for all pilots is to consider smoke haze as a similar hazard to cloud when planning flights. The pilot completed appropriate actions and prevented the holes in the “Swiss cheese” from lining up by engaging the assistance of Airservices which resulted in a positive outcome.