Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
8/11/2016	OCC0814	Simpson Desert	NT	The Aircraft Factory	Sling 2	Rotax	912 IS	Warp Drive Propellor hub failed in flight after 5-10 seconds of vibration. The pilot attempted to fi...
Warp Drive Propellor hub failed in flight after 5-10 seconds of vibration. The pilot attempted to find a motor setting with minimal vibration however the ensuing failure occurred very quickly. The engine was then shut down and a forced landing site ensured. A "MAYDAY" was called and EPIRB activated. The landing was conducted as slow as possible with motor off, the flaps fully down, and switches off. The canopy was open (it opened after the hub failure due to the vibration) and the pilot ensured the passenger was tightly secured. The aircraft was damaged on landing however no injuries were reported. OUTCOME: Factory have issued a service bulletin for an inspection schedule on the Warp Drive Propeller Hub at each 100 hourly. The factory will also supply a letter of authorisation for the fitment of Australian made Bolly 3 blade ground adjustable propellers. Members are reminded to contact the appropriate Search and Rescue authorities to clarify a safe landing when calling a "MAYDAY" and activation of a EPIRB.
7/11/2016	OCC0811	Cobbity	NSW	Jabiru	J160C	Jabiru	2200B	A precautionary landing was conducted after the pilot noted engine vibration in normal flight. OUTC...
A precautionary landing was conducted after the pilot noted engine vibration in normal flight. OUTCOME: Aircraft has been inspected and a section of the propeller spinner back plate become dislodged during flight which caused the vibration.
7/11/2016	OCC0810	Mount Phillip Homestead Airstrip	WA	Aeroprakt	A-22LS	Rotax	912ULS	During take-off the pilot opened the throttle to get up to speed however the aircraft did not seem t...
During take-off the pilot opened the throttle to get up to speed however the aircraft did not seem to be performing, despite the gauges reading okay. The pilot decided to abort the take-off however was too late to pull up before the end of the RWY. The aircraft went through a ditch and several bushes, coming to a stop approximately 45m from the end of the RWY. After inspection it appeared that the handbrake of the aircraft may have been engaged. OUTCOME: Investigations revealed the hand brake of the aircraft may still have been engaged reducing the performance of the aircraft. Pilots are reminded of the importance of using checklists to ensure the aircraft is configured correctly for the intended phase of flight, and early actions to reject take-off if reduced aircraft response is recognised.
6/11/2016	OCC0900	Buckland	TAS	Jabiru	J120C	Jabiru	2200	On approach to a one way private airfield, an unexpected tailwind was encountered. The pilot was add...
On approach to a one way private airfield, an unexpected tailwind was encountered. The pilot was additionally forced to hold off the touch-down due to noticing unexpected loose stones on the approach end of the paddock. The plane was landed normally on the remainder of the paddock however the grassed surface had a pronounced undulation which greatly reduced the braking effectiveness. The plane was almost brought to a stop however made contact with some bushes at the far end, resulting in one propeller blade being broken. OUTCOME: On approach to a one way private airfield, an unexpected tailwind was encountered, and in an effort to avoid loose stones an extended float occurred. The aircraft landed normally on the remainder of the paddock, but the grassed surface had a pronounced undulation which greatly reduced the braking effectiveness. The aircraft was almost stopped when it made contact with bushes at the far end, resulting in one propeller blade being broken. Appropriate engine teardown and required maintenance was subsequently conducted.
4/11/2016	OCC0813	Narrogin Airfield	WA	Jabiru	J170	Jabiru	2200	Tow plane attempted to land and was prevented by an aircraft occupying the runway. OUTCOME: RAAus O...
Tow plane attempted to land and was prevented by an aircraft occupying the runway. OUTCOME: RAAus Operations contacted the pilot of the aircraft and recommended a ground and flight review to provide assurance of understanding of operations with gliders.
4/11/2016	OCC0815	Archerfield Airport	QLD	Sling	2	Rotax	912	Whilst conducting a touch and go on the grass RWY04R, during the climb out a magpie took flight and ...
Whilst conducting a touch and go on the grass RWY04R, during the climb out a magpie took flight and impacted the inboard leading edge of the port wing. OUTCOME: No damage sustained to the aircraft. Archerfield had two reports in early 2016 of bird strikes and information is contained in the ESIR for the local area which outlines the seasons when the bird population increases. RAAus will continue to monitor for any future recurrence of this type of incident in this area.
4/11/2016	OCC0808	Dunwich Airfield	QLD	Tecnam	P2008	Rotax	912 ULS	During an instructional flight a radio call joining downwind RWY15 at YDUN was made. Approximately 3...
During an instructional flight a radio call joining downwind RWY15 at YDUN was made. Approximately 30 seconds later another aircraft was heard giving a 3 NM call inbound for joining right downwind RWY33. This put both aircraft on a collision course. The instructor had the student give a turning base RWY15 Dunwich call, no response was heard from the other aircraft. On short final the instructor heard the other aircraft call they were joining downwind on RWY33. As it was likely that the Tecnam would have to go round the instructor made the radio call that they may have to go around and suggested the second aircraft leave the circuit area to which they replied OK. The Tecnam landed and the other aircraft returned to the circuit and landed on RWY15. OUTCOME: RAAus Operations Manager has reviewed this report. De-identified information regarding this report has been forwarded to CASA to follow up with the VH registered aircraft involved.
4/11/2016	OCC0833	Hazelgrove	NSW	Savanah	V.G	Rotax	912	The landing was on a one-way private strip. The approach was conducted too high and too fast to land...
The landing was on a one-way private strip. The approach was conducted too high and too fast to land safely but the pilot left the option of going around too late (tall heavy timber was in the way) and committed to landing. The aircraft was steered towards fallen tree branches in order to dissipate forward speed however the right wing struck a tree trunk about 600mm from the tip. The aircraft spun around 180° and the rudder impacted with another tree. OUTCOME: The pilot persisted with an unsuccessful approach beyond a point where a missed approach was possible resulting in impacting vegetation during the ground rollout resulting in substantial aircraft damage. Comment from Operations: Pilot's should always have a pre-determined decision point in the final approach and apply conservative margins for early missed approach procedures, particularly where short field or one way operations are being conducted.
31/10/2016	OCC0798	Ingham	QLD	Howard Hughes Engineering	Light Wing Gr-912 Heliview	Rotax	912	On the third circuit the pilot had to take evasive action due to an animal on the RWY. This resulted...
On the third circuit the pilot had to take evasive action due to an animal on the RWY. This resulted in the aircraft ground looping in long grass damaging the propeller. OUTCOME: This is the first report of this instance regarding an animal or bird strike in this area. Long grass makes it difficult for pilots to visually identify animals near the runway and as such it is suggested that aerodrome users inform their local aerodrome manager when long grass has not been mowed to ensure their is little likelihood of an animal strike recurring.
31/10/2016	OCC0799	Dubbo Airport	NSW	American Legend Aircraft	AL3	Continental	O-200D	Student was conducting second attempt at takeoff. A short discussion was held to go over the routine...
Student was conducting second attempt at takeoff. A short discussion was held to go over the routine again and the student commenced takeoff with the instructor directing. When the tail wheel came up, the aircraft pointed into wind (slight left divergence), and the instructor applied a small pressure on the right rudder to ensure the nose didn't continue further left. As the aircraft lifted off it tipped slightly right and the instructor tapped the stick to the left and said words to the effect of keep the left wing down. The aircraft suddenly pitched up and over to the right turning through approximately 270 degrees while clear of the ground and struck the ground near vertical nose down. It then bounced back and onto the wheels going backwards. During this period the instructor attempted to take over however, due to the very rapidly developing (nose down at this point) situation, cut the power and accepted that there was no choice but to fly it in. Upon impact the instructor checked which side would make for the best exit - the left aide of the aircraft was ablaze so the instructor opened the right side doors and commanded evacuation to the right. The student and instructor made a speedy exit. The aircraft burned due to the engine being torn free along with the fuel lines. OUTCOME: Operations Manager and CFI reviewed incident and the possible wake turbulence from a passing Dash 8 or thermal activity resulted in loss of control on the take off roll.
28/10/2016	OCC0793	Forest Hill	NSW	Jabiru	J160C	Jabiru	2200	CFI was conducting post maintenance check flight. Fuel load for the flight was 25L. Fuel had not bee...
CFI was conducting post maintenance check flight. Fuel load for the flight was 25L. Fuel had not been added since the previous flight. Pre-take off engine run-ups were conducted. After take off, the engine power rapidly reduced below that required to maintain straight and level flight. A turn back to the departure RWY was not safely practicable so the pilot elected to land in a paddock. The engine continued to run smoothly at low power until the aircraft was on the ground. The power loss occurred after, but not co-incident with, a cruise-climb power setting being selected. The aircraft landed successfully. OUTCOME: A full inspection was conducted and no clear cause for the rough running of the engine was identified. The incident flight was a post-maintenance test however inspection showed no clear causal factor. Carb icing was also considered a possibility due to the conditions at the time of the incident being in the second highest band IE on the icing probability chart (moderate icing at cruise power) however there was no roughness or kicking in the engine to signal to the pilot the need for heat (there was simply a rapid power-down). The aircraft has been fully inspected and back in normal service.
28/10/2016	OCC0831	Redcliffe Airport	QLD	Sling	Sling 2	Rotax	912i	Student Pilot was consolidating solo time for the issue of Pilot Certificate. It is suspected that s...
Student Pilot was consolidating solo time for the issue of Pilot Certificate. It is suspected that student experienced a heavy nose wheel landing and failed to report the incident. At the next scheduled maintenance inspection the nose wheel structure was found to be damaged. OUTCOME: The issue was identified during the aircraft servicing by an L2/LAME. L2 / LAME identified that damage was consistent with a heavy landing on the nose wheel. Damage was rectified through approval of the LSA manufacturer.
24/10/2016	OCC0795	Temora Airport	NSW	Legal Eagle	DE	V W	2175	At 4000ft AGL the pilot started gliding operations as planned for the test flight. The glide tests w...
At 4000ft AGL the pilot started gliding operations as planned for the test flight. The glide tests were done at set speeds. Halfway into the flight the engine stopped and the pilot could not restart the engine. The pilot performed a standard forced landing. The aircraft restarted on ground with no other issues found. OUTCOME: The pilot reported that it was good conditions for icing and suggested that they clear the engine more frequently to prevent this from happening. RAAus Technical Manager reviewed this report and is aware that the pilot is currently exploring the amateur built process, including conducting the appropriate flight testing in accordance with the flight test procedure.
23/10/2016	OCC0791	Caloundra Airport	QLD	Aeroprakt	A22LS Foxbat	Rotax	912 ULS	The aircraft was parked in front of a hangar. The pilot started the engine, and taxied forward then ...
The aircraft was parked in front of a hangar. The pilot started the engine, and taxied forward then noticed an aircraft exiting the runway. The pilot stopped the aircraft anticipating the other aircraft would see them. Unfortunately the second, a TW aircraft (VH registered), continued to taxi forward. As it approached the first aircraft, the pilot called on the CTAF frequency "STOP! STOP! STOP!" as the second aircraft turned right. Their left wing contacted the propellor of the first aircraft, causing the engine to stop and damage to the TW aircraft left wing. OUTCOME: The pilot of the VH registered aircraft collided with a stationary Foxbat while exiting RWY 23 at Caloundra Aerodrome. The pilot of the Foxbat was operating and holding in a compliant manner with regard to marked taxi ways and give way procedures. Pilots are advised that the FAC entry for this Aerodrome does not provide any detail for taxiing procedures and pilots should exercise caution when operating in close proximity to other aircraft whose visibility may be compromised while conducting ground operations.
22/10/2016	OCC0792	Bribie Island	QLD	Aeroprakt	A22 Foxbat	Rotax	912ULS	Whilst conducting the 'Climbing Lesson' with a student the fuel pressure gauge reduced to zero follo...
Whilst conducting the 'Climbing Lesson' with a student the fuel pressure gauge reduced to zero followed by a rough running engine producing low power. After selecting a low power setting, the Instructor then went through the emergency check list and started to consider how to orientate the aircraft to land the aircraft on the beach into wind. After a period of 30 to 45 second the instructor noticed the engine starting to clear then observed the fuel pressure had climbed to .5 PSI, with this the instructor carefully applied a little more throttle, arrested the slight descent and returned to S & L flight. The continued tracking for a potential forced landing and as the seconds went by the engine started to run stronger as the fuel pressure gauge slowly rose, over the next 30 or so seconds, the fuel pressure returned to the normal 5 PSI. With the engine now running fine again the Instructor remained on the controls and climbed the aircraft to a safer altitude of 3500ft AMSL. The Instructor then flew a paddock to paddock route back to the home field, let down over the top and carried out an uneventful landing. OUTCOME: The LSA manufacturer has addressed the issue and all aircraft are now fitted with fuel return lines. The manufacturer has contacted aircraft owners with these types of fuel return lines and have been offered and supplied kits to address the issue, if any.