Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
12/6/2016	OCC0683	NE pastoral property private strip	SA	Canadian Light Aircraft Sales & Services	Bush Caddy - R80	Subaru	EA81	On climb-out a sharp (but not severe) vibration, not previously experienced, was felt. All engine op...
On climb-out a sharp (but not severe) vibration, not previously experienced, was felt. All engine operating conditions were normal. A close-in low level circuit was completed and an uneventful landing performed. By this time the vibration had increased in frequency. OUTCOME: Investigation revealed cut damage to the front edge of the reduction drive belt, an adjacent area of the belt bulged outwards as if an object had been caught between the belt and the sprocket, and several teeth stripped from the drive belt. A subsequent tear-down of the re-drive unit also revealed minor damage to a sprocket tooth at the edge which corresponded to the cut edge of the belt. It is surmised that, during the take-off run, a sharp stone was lifted from the gravel runway surface by the propeller and lodged in the reduction drive. Despite frequent past use of gravel strips this had not been previously experienced with this aircraft.
12/6/2016	OCC0700	Sunbury	VIC	Flight Design	CTLS	Rotax	912 ULS	An aircraft with no altitude squawk was observed to enter the ML CTR from the West. Numerous calls w...
An aircraft with no altitude squawk was observed to enter the ML CTR from the West. Numerous calls were made however unable to raise the pilot over comms. The aircraft conducted random orbits and appeared lost. Departures from ML RWY 27 were suspended with ANZ124 delayed for approximately 10 minutes and eventually departing on a visual right turn east of Sunbury Township. A phone call to the Melton aerodrome operator eventually resulted in the aircraft contacting ML CENTRE 135.7. The pilot was provided with help to find Melton aerodrome for a landing and was asked to call the shift manager when on the ground. The pilot confirmed that he was lost and was surprised to hear of the disruption that he had caused. OUTCOME: Pilot did not maintain appropriate level of visual awareness of their position (relative to planned track) and did not apply standard dead-reckoning or lost procedures when he became unsure of his position. Contributing factors were due to the pilot incorrectly programming YMEL way-point into GPS and called a GA examiner for assistance to identify ALA and nearby feature which was misinterpreted by both parties. The pilot was requested to undertake a flight review in relation to navigation planning and in-flight management with an RAAus Pilot Examiner which was successful.
11/6/2016	OCC0711	Sth Kingscliff	NSW	Aerochute	Hummerchute	Rotax	582	During flight the engine stuttered after applying power to climb potentially due to a fuel line bloc...
During flight the engine stuttered after applying power to climb potentially due to a fuel line blockage. The pilot decided to land after choosing a suitable site. The engine stopped at approximately 100-150ft. While descending under canopy however faster than if under power, the aircraft clipped some tree branches approximately 5m short of the intended landing site. The result was no final flare of the canopy causing disruption to normal landing procedures and a very hard right side first touchdown.
10/6/2016	OCC0674	Near Gawler	SA	Tecnam	P2002 Sierra	Rotax	912 ULS	Airspace Infringement: The pilot was flying from Port Augusta (YPAG) to Gawler (YGAW), via Clare Val...
Airspace Infringement: The pilot was flying from Port Augusta (YPAG) to Gawler (YGAW), via Clare Valley (YCVA), navigating from charts. When the pilot arrived at YCVA they noted that their next sector was possibly not VMC so decided to divert into clearer conditions. The pilot was aware that R234 was active, and planned to stay clear by staying to the East of Kapunda before turning right to Gawler. The pilot was not familiar with this region (first time there) and made some incorrect visual references that caused them to think they were clear of R234, however they were not certain of their exact position. The aircraft altitude was around 2400-2500'. While trying to determine a clear position fix another pilot called up on 126.55 and advised that ADEL CENT was trying to contact the pilot. The pilot then noticed that they had been monitoring 118.95 instead of 130.45. The pilot immediately changed to 130.45 and contacted ADEL CENT who requested that they Sqwark ID. ADEL CENT confirmed positive ID and advised that the pilot had been in restricted airspace and needed to be below 1500'. The pilot then descended to below 1500' and turned East. After a short time the pilot regained a positive fix on their actual position and landed at Gawler. The following day the pilot departed Gawler to the East and commenced a climb to their planned altitude of 3500'. At the time of planning their flight the pilot was aware of the Class C airspace with LL4500. During the climb the pilot noted the cloud base over the Adelaide Hills was quite low. The pilot forgot that they were under Class C airspace and made a decision to continue the climb in an attempt to go over the cloud, rather than under it. At 7500' the pilot noted that the cloud layer was more extensive than they thought, so decided to descend back to the original planned altitude of 3500'. While descending through 6000' the pilot then realised they had been in restricted airspace. The pilot checked their radio and noticed that although they still had 130.45 selected from the previous day they had forgotten to select "monitor" and was in VHF communication on 126.55 only. The pilot steepened their descent rate to clear the airspace faster, and monitored for communication from ADEL CENT. The pilot heard no calls and departed the area under 4500'. At no time did the pilot climb or descend through cloud. OUTCOME: The pilot violated controlled airspace on two consecutive days while flying to an unfamiliar destination. Contributing factors were identified as route unfamiliarity, stress of weather and the pilots inability to effectively manage in flight deviations and diversions due weather in regards to surrounding airspace. The pilot has conducted retraining and assessment with a CFI on navigation planning, with specific regard to in flight diversion and CLEAROFF check procedures.
8/6/2016	OCC0671	6 NM East of Temora Airport	NSW	Legal Eagle	DE	V W	2175	The aircraft experienced an engine failure at 1000 ft approximately 3 NM East of Temora Airport duri...
The aircraft experienced an engine failure at 1000 ft approximately 3 NM East of Temora Airport during a local flight. The pilot landed the aircraft in a paddock in accordance with forced landing training. No damage was sustained to the aircraft or injuries to the pilot. OUTCOME: Engine inspection conducted and the identified part, that holds a piston pin, was not installed during the build process. This aircraft is a 19 amateur built aircraft. RAAus Technical Manager spoke with the builder who will follow a checklist and use a dual inspection process on the next engine build in accordance with the new release RAAus Technical Manual (Issue 4).
7/6/2016	OCC0699	Wimborne via Manilla	NSW	Jabiru	J230-D	Jabiru	3300A	The pilot was arriving from Ballina area and was on final approach on RWY27 of a private grass LA. D...
The pilot was arriving from Ballina area and was on final approach on RWY27 of a private grass LA. During final stages the aircraft struck a single power line with its nose leg and impacted the ground coming to rest inverted. OUTCOME: The pilot at the time of the incident was not an RAAus member (RAAus registered aircraft) and therefore the accident information has been forwarded to ATSB/ CASA for further investigation.
6/6/2016	OCC0669	Bunbury	WA	Sonex	STD Gear	Revmaster aviation	R2300	Pilot grabbed the right hand brake (drum type) on taxiing which caused a nose over and total propell...
Pilot grabbed the right hand brake (drum type) on taxiing which caused a nose over and total propeller damage. The aircraft brakes have a history of grabbing which the pilot/ owner has historically managed to control with frequent cleaning and shaping of brake pads. Sonex have susequently replaced their brakes in new kits, with sideways button type actuation onto a flange bolted to the brake drum, and pilot/owner is looking at replacing them. OUTCOME: Technical Manager contacted the engine factory (VW type modified motor) who stated that a low RPM taxiing wooden prop strike, without sudden stoppage, generally are not a major occurrence. Owner/ maintainer did not require a bulk engine strip however conducted WOT ground trials, checked engine indicators and vibration as a precaution. Owner has replaced the drum brake assemblies from Azusa - the cause was a shearing of the single AN3 bolt that bolts the brake assembly inner plate to the titanium undercarriage legs. The linings were inspected and showed considerable wear, perhaps a contributing cause to the incident. Aircraft issues have been rectified and aircraft has returned to an airworthy state.
6/6/2016	OCC0672	Albany	WA	Jabiru	J170-C LSA	Jabiru	2200B	The aircraft engine failed while cross wind in the circuit off RWY32 at Albany Regional Airport (YAB...
The aircraft engine failed while cross wind in the circuit off RWY32 at Albany Regional Airport (YABA). There was an instantaneous loss of power accompanied by violent vibration. 'MAYDAY' was issued on the CTAF by the pilot who then closed the throttle (which reduced the vibration to a manageable level - engine continued to run but at ~idle power only). Carb heat and boost pump were already ON. Traffic taxiing on RWY32 announced they would hold on the threshold. The pilot got the nose down and turned left 150 degrees back towards the aerodrome and trimmed for best glide. Pilot landed on RWY32 without further incident. OUTCOME: On inspection of the aircraft it appears that the exhaust valve, #4 cylinder failed. The manufacturer has been notified who will identify the issue and provide feedback as required.
5/6/2016	OCC0668	Bellmere	QLD	Aeroprakt	A22 Foxbat	Rotax	912	Pilot and passenger were tracking East returning to Caboolture Aerodrome when the windscreen blew in...
Pilot and passenger were tracking East returning to Caboolture Aerodrome when the windscreen blew in and broke up without warning - simultaneously both doors blew open and also broke up. The pilot then made a 'MAYDAY' call and carried out a successful forced landing into a field. The landing resulted in suspected damage to the port main undercarriage. Both pilot and passenger exited the aircraft with no confirmed notable injuries. Pilot phoned for assistance and to cancel any Search and Rescue (SAR) efforts launched in response to the 'MAYDAY' transmission and also for recovery from the scene. OUTCOME: Both Operations and Technical departments reviewed this report: Operational elements: The training flight was conducted in marginal weather conditions with respect to wind, turbulence and expected VMC en route. The Senior instructor was interviewed in relation to flight planning and decision making in relation to the flight and confirmed that the navigation training exercise was conducted to assess the pilot's decision making and in flight assessment base on VMC criteria which was successfully executed. The in flight fracturing of the windscreen and associated airframe could not be directly related to any operational elements but investigation of the effects of wind shear and dynamic pressure changes may have been contributing factors outside the scope of the operations investigation. The flight actions by the crew following the in flight event were deemed satisfactory and performed to a high standard in relation to forced landing emergency procedures. Technical elements: The windscreen appears to have broken due to a combination of a few small cracks in the windshield (that were not addressed with a replacement of the screen) and the weather conditions. The small holes were stop drilled which is an acceptable practise. The weather played a considerable part in this incident. The factory and Australian agent have been only to willing to help and assist in the engineering or process to prevent this from happening again.
2/6/2016	OCC0927	Beebo	QLD	Skyfox Aviation	Skyfox Ca22	Rotax	912	Conducting first flight following 100hourly service by owner and repair to engine carburettors done ...
Conducting first flight following 100hourly service by owner and repair to engine carburettors done by an aircraft maintenance facility. The engine stopped in flight and the aircraft was brought to land by gliding without power. OUTCOME: The carburettors have been sent to Melbourne for review and nil defects were found.
30/5/2016	OCC0734	Holbrook	NSW	Owner Builder	3-4 scale of FW 190	Lycoming	0-320E3D	The right main undercarriage wheel jammed on landing due to a broken bolt from the split rim. This c...
The right main undercarriage wheel jammed on landing due to a broken bolt from the split rim. This caused a jamming of the disc brake that resulted in the right leg failing. There was mild damage to the wingtip however no structural damage. No injuries sustained by the pilot. OUTCOME: Loss of control during landing. No operational elements were identified during investigation with primary cause most likely mechanical. The reporter suggests regular inspection of split rim bolts in addition to normal pre-flight inspections.
28/5/2016	OCC0664	20 NM North of Moura	QLD	Minicab	G Y 201	Rolls Royce	0-200A	Low voltage (10.8V) alarm from EMS during flight. Pilot determined the alternator was not charging, ...
Low voltage (10.8V) alarm from EMS during flight. Pilot determined the alternator was not charging, leading to battery discharging during flight. The aircraft landed safely at Duaringa. No damage to the aircraft and the alternator and/or wiring will be examined to locate source of the fault. OUTCOME: After completing an investigation the maintainer found a wire detached from a crimp connector near the alternator. The maintainer reconnected the connector and the alternator commenced charging as it should. Maintainer suspects that the wire may have been disturbed when the new CHT and EGT probes were installed a few weeks prior.
28/5/2016	OCC0716	Caboolture	QLD	Cessna	C140	Continental	C-85-12F	A CFI and student were accelerating to take-off speed and about to become airborne when a 206 jump-p...
A CFI and student were accelerating to take-off speed and about to become airborne when a 206 jump-plane announced he was on final for RWY 30 and told them to abort their take off and give way to him. If they had have aborted the take-off they would have stopped at the intersection of 24/30. Therefore to avoid conflict, the CFI announced their take-off would be continuing on RWY 24. All other aircraft had been operating off RWY 24 and did so for the rest of the day. OUTCOME: A recreational aircraft and commercially operated C206 skydiving aircraft were involved in a circuit conflict when operating on runways tangential to each other. The recreational pilot elected to use the most into wind runway which was also in use by the majority of other operators at the time. This matter has been referred to CASA in relation to the actions of the VH registered aircraft involved.
27/5/2016	OCC0665	Benalla	VIC	Jabiru	J230-d LSA	Jabiru	J230-D	Pilot found that oil was leaking from the filter gasket which may have been due to the engine not be...
Pilot found that oil was leaking from the filter gasket which may have been due to the engine not being run or checked for leaks after an oil change. OUTCOME: The issue was correctly identified during the pre-flight inspection. Members are reminded to conduct an engine run and check for leaks after oil change (as was correctly conducted in this incident).This issue should be rectified simply by following the manufacture system of maintenance and also by purchasing the correct part from the manufacturer.
27/5/2016	OCC0662	Moorabbin Airport	VIC	BRM Aero	Bristell	Rotax	912	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Upon rudder input (with pedals on either pilot or co-...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Upon rudder input (with pedals on either pilot or co-pilots) and application of the opposite brake pedal, the pedal that is being depressed becomes over centre thus resulting in locked rudder control. This situation occurs easily when pedals are positioned in the closest and central position of the three position setup, serious loss or no control of the rudder could be the result. OUTCOME: The Technical Manager has addressed the maintenance issues with the previous maintainer of the aircraft. The manufacturer has supplied new parts to rectify the issue of the runner pedal and the other items listed in the defects such as the steering cable have also been replaced. The aircraft is currently operating in a training capacity with nil defects evident since.