Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
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.
22/10/2016	OCC0842	George Town Airport	TAS	Jabiru	55 LSA	Jabiru	2.2	During the first circuit of the day the top engine cowling departed the aircraft. OUTCOME: The orig...
During the first circuit of the day the top engine cowling departed the aircraft. OUTCOME: The originating cause of the cowl separation could not be determined but the CFI conducted an independent inspection and confirmed the pin locking system was secured in the pre-flight cross check. In interviewing the CFI it could not be clearly excluded that the clasp fastenings were correctly secured under the retainers prior to flight. The cowl has never been located, so further investigation cannot be undertaken at this time. It is essential that all pilots and particularly instructors lead by example in timely reporting of all incidents or accidents in accordance with ATSB and Operations Manual requirements.
21/10/2016	OCC0800	Condobolin	NSW	Jabiru	J200	Camit	3300	An oil leak was noticed during flight. Upon inspection after landing an approximately 10 mm split in...
An oil leak was noticed during flight. Upon inspection after landing an approximately 10 mm split in the oil filter was found. OUTCOME: This report has been reviewed by RAAus and logged for any recurrence - the filter was replaced, inspected and tested before the flight continued.
21/10/2016	OCC0789	Toorbul	QLD	Texan	Texan	Rotax	912 ULS	Departed YCRD with 52 L fuel feeding from both tanks. Proceeded directly to YRED arriving and perfor...
Departed YCRD with 52 L fuel feeding from both tanks. Proceeded directly to YRED arriving and performed two touch and go circuits. The right side fuel warning light flickered intermittently but knowing they left YCDR 52 litres the pilot was not concerned. The pilot had also completed many left hand turns. On return from YRED to YCRD the pilot momentarily smelled fuel. At 1400ft the engine began to run rough, then surging and then stopped. At this point the right side warning light was illuminated continually but the left side indicated over half full. The pilot declared a 'MAYDAY' and proceeded to run through the forced landing procedure with the intention of landing in a field. Prior to shutting fuel off, the pilot attempted a restart the engine, which was successful. Having power back the pilot gained some altitude which enabled them to land at nearby Hazelton safely. Upon landing the pilot checked both tanks and the right side tank was completely empty and left side had approximately 30L. It appears that fuel was feed from the right tank the entire flight although both fuel cocks were confirmed as on prior to take off from YCDR. The 'MAYDAY' was cancelled and when the pilot returned to the aircraft (approximately 15 minutes later) found the 30 remaining litres of fuel had equalised in both tanks. OUTCOME: The probable primary cause has been identified as fuel starvation due to unbalanced turning flight and un-porting of fuel cells during a range of left turn biased flight exercises.
19/10/2016	OCC0784	Gawler Airfield	SA	Jabiru	J170D	Jabiru	2200B	An aircraft was backtracking on the RWY after landing and another aircraft was on final. The aircraf...
An aircraft was backtracking on the RWY after landing and another aircraft was on final. The aircraft that was backtracking had only just turned off and vacated the RWY when the second aircraft touched down to the same position that had recently been vacated. OUTCOME: All pilots are reminded to err on the side of caution to avoid runway proximity incidents, reliance on radio, incorrect procedures, limitations in visual scanning and inattention can all contribute to possible proximity events in the circuit area. Command thinking is a key component of good airmanship and assertive decision making (to reduce risk when a risk is identified) is paramount. When any doubt exists regarding the safety of continuing an approach the only decision should be to conduct a missed approach as early as possible.
19/10/2016	OCC0785	South Grafton Aerodrome	NSW	Morgan	Sierra	Jabiru	3300A	On short final the pilot followed procedure as prescribed in the POH. The aircraft was flown down t...
On short final the pilot followed procedure as prescribed in the POH. The aircraft was flown down to a flare height of a couple of feet and began slowing for touchdown by adding back pressure to the stick. The pilot felt the main wheels touch the seal and added more back pressure to the stick. The aircraft rose and the pilot held the stick steady. The nose then dropped suddenly and the nosewheel struck the tarmac. The propeller hit the tarmac, the pilot pulled back a bit and it rose and dropped again, this time the nosewheel fully collapsed and the aircraft skidded to a halt. OUTCOME: Pilot approached at a higher airspeed than normal and did not allow the aircraft to reduce speed before touching down resulting in the aircraft becoming airborne again. On touching down again, the nose leg collapsed and the propeller was damaged. Pilot has since completed refresher flights in the type to prevent a recurrence and will conduct further flights in another aircraft of the same type to ensure familiarity with landing configuration. The engine will be assessed while the aircraft is repaired.
18/10/2016	OCC0787	Bundaberg	QLD	Jabiru	J160-C			DEFECT: On prefight inspection oil was detected around the nose wheel. The cowl was removed which sh...
DEFECT: On prefight inspection oil was detected around the nose wheel. The cowl was removed which showed residues of oil. Further investigation showed that aircraft had a broken bottom front stud on the right hand front cylinder. OUTCOME: This issue is covered by Service Bulletin JSB031-1, further revised in issue 2 and 3. The manufacturer initially carried out work completed at that time. When follow up on revisions 2 and 3 were carried out by a LAME, the log book entry had been incorrectly interpreted as being compliant. RAAus advises all maintainers to enter all maintenance work carried out into log books precisely, therefore leaving no room for incorrect interpretation.