Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
22/9/2016	OCC0809	23NM North of Rockhampton	QLD	Jabiru	J230D	Jabiru	3300A	Whilst tracking North (23NM from Rockhampton for Townsville) at 4500ft as per flight plan, the aircr...
Whilst tracking North (23NM from Rockhampton for Townsville) at 4500ft as per flight plan, the aircraft was contacted by Brisbane centre requesting clarification of altitude as the aircraft was approaching class C controlled airspace. The pilot responded that the altimeter was indicating 4500 however when the transponder was switched to Alt Display it indicated 4600ft. The response was to promptly descend to about 4200ft to ensure separation from Class C controlled airspace. OUTCOME: Pilot was flying at exactly the CTA step lower limit, and did not allow for maximum permissible calibration error in instruments. Later it was determined there was 100 feet difference in reading between the altimeter and the transponder. Pilots are reminded that although tolerances for CTA have been revised to requiring the pilot to remain clear, allowing for instrument error is an advisable protocol.
22/9/2016	OCC0761	Gayndah	QLD	Jabiru	J230	Jabiru	3300A	Engine failure as a result of fuel exhaustion. Pilot has completed this flight regularly without the...
Engine failure as a result of fuel exhaustion. Pilot has completed this flight regularly without the need for refuelling. Fuel exhaustion lead to the pilot successfully carrying out a forced landing in a paddock. Landing was completed with only damage being to the wheel covers and crack in right wheel leg. OUTCOME: Aircraft experienced an engine failure due to fuel exhaustion as a result of familiarity with a regularly flown routine flight. The pilot has now amended fuel management processes to include an interim refuelling point and will dip fuel tanks every time the plane is used rather than relying on fuel gauges alone.
20/9/2016	OCC0804	Narromine	NSW	American Legend	AL3	Continental	O-200D4B	Whilst flying circuits a student pilot called turning base - shortly after a helicopter reported dep...
Whilst flying circuits a student pilot called turning base - shortly after a helicopter reported departing the tarmac area to the NW. The instructor (in the aircraft) looked out and identified the helicopter and determined that if the helicopter made a departure from the seen area (not the runway) there would be a conflict. Therefore the instructor called the helicopter with position. The helicopter proceeded to transit across the aircraft finals path and the instructor called the helicopter to warn of the conflicting flight path. The helicopter then made a left turn directly up finals towards the Cub and (not being sure what direction the helicopter would go next) the instructor made a hasty call again warning them. The helicopter made a rapid descending turn to the right and departed the circuit at tree top height. The aircraft struck the helicopters wake and was upset 90 degrees angle of bank before recovery. No further calls were heard from the helicopter. OUTCOME: The helicopter pilot acknowledged that he heard the aircraft base call however did not realise the time that passed as they were surprised that the aircraft was on finals over a minute or so later. The helicopter pilot displayed a lack of awareness of the circuit pattern and was intent on departing via the shortest possible path regardless of the conflict flight path they were being warned of.
18/9/2016	OCC0763	Port Pirie	SA	Jabiru	J170	Jabiru	2200B	Reported damage to the aircraft propeller. OUTCOME: The reporter has stated that there are two pos...
Reported damage to the aircraft propeller. OUTCOME: The reporter has stated that there are two possible places that may have caused stone damage to the propeller: 1. After start up having parked on a grassed area a considerable amount of power was required to get the aircraft to taxi. 2. The taxiway to RWY 17 was unserviceable due to the wet weather so a back track to the threshold of RWY17 was the only option. There was an aircraft in front and, as there was not a lot of room on the RWY, the pilot's attention was on getting as close to the side of the strip as well as maintaining separation to the aircraft departing. The pilot had brought the aircraft to a stop (alongside the departing aircraft) with the nose wheel turned towards the direction to line up for take-off. Once the threshold was clear the pilot commenced their turn to line up and knowing that more aircraft departing would also be backtracking and the fact that the nose wheel was not straight the pilot applied more power than would normally be necessary to get the aircraft moving.
16/9/2016	OCC0756	Wollongong Airport	NSW	Pipistrel	Alpha Trainer	Rotax	912UL	When beginning the approach for landing on RWY 26, the pilot found they were unable to reduce engine...
When beginning the approach for landing on RWY 26, the pilot found they were unable to reduce engine rpm below 4,000 rpm, despite the throttle lever being fully closed. The pilot conducted a number of circuits to ascertain the extent of the problem, and determined that they were unable to reduce the airspeed below 85 - 90 knots after flaring, thus preventing a safe landing. The pilot then conducted a final circuit during which they shut down the engine while on short final, and concluded an uneventful landing. OUTCOME: On later examination of the aircraft it was revealed that an electrical connector had become disconnected allowing the connector (on the free end of the cable) to lodge against with the side of the LH carburettor and prevent the throttle linkage closing completely. The reporter stated that the connector has to be disconnected every time the lower engine cowling is removed and may not have been properly latched together after the last removal. The cable has been re-routed to prevent any possibility of it affecting the throttle linkage on the carburettor should it become disconnected. Technical Manager has reviewed the report and no further action required.
16/9/2016	OCC0754	9 nm North of White Gum	WA	Liteflite	Dragonfly	Rotax	912	On take-off from a narrow strip in a cropped paddock the pilot misjudged directional control of the ...
On take-off from a narrow strip in a cropped paddock the pilot misjudged directional control of the aircraft. The aircraft veered off towards the side of the cleared strip and the undercarriage dragged through the heavy crop. The pilot immediately closed the throttle to abort the take-off. The drag of the crop on the undercarriage caused the aircraft to flip over upside down. OUTCOME: Pilot had previously operated from the paddock, which was sown with a different crop this year. The crop this year had a thicker and bushier growth, which caught the pilot out, resulting in the Runway-Loss of control (R-LOC) event. The pilot has also correctly identified this as an example of Normalisation of Deviance.
14/9/2016	OCC0794	12NM East of Jandakot	WA	Evektor	Sport star	Rotax	912 ULS	A CFI was conducting an Cross Country Endorsement. The student departed the runway and was busy sett...
A CFI was conducting an Cross Country Endorsement. The student departed the runway and was busy setting their heading and organising the cockpit and logs however, unfortunately they did not take the time to trim the aircraft. As it was a test the CFI was reluctant to interfere. Due to the student being so involved in the cockpit they did not realise they had started to climb. The aircraft then entered thermal activity which resulted in a rapid climb to 4000 ft. The CFI then immediately took control and descended to clear Class C airspace and spoke to ATC. OUTCOME: During a navigation flight test, the candidate did not trim the aircraft to ensure maintenance of height, and allowed in cockpit tasks to distract from managing the aircraft height. The CFI took over, manoeuvred the aircraft clear of airspace and contacted ATC to explain. The CFI will work further with the candidate to ensure aircraft is stabilised prior to beginning in cockpit tasks, particularly when operating close to CTA steps.
12/9/2016	OCC0750	Emkaytee Airfield	NT	Jabiru	230	Jabiru	J3300A	After finishing the pre take-off checks the pilot commenced to taxi onto the RWY and did not see the...
After finishing the pre take-off checks the pilot commenced to taxi onto the RWY and did not see the obstruction (landing light) under the nose. The pilot felt the aircraft pitch down and realised they had collided with a ground object. The pilot immediately turned off the switches and on exiting the aircraft noticed that the nose wheel had hit a tyre protecting a landing light thus causing the propeller strike. OUTCOME: Pilot was parking in an area that had an obstruction that can not be seen from the cockpit. Operations has reviewed the report and no further action is required.
11/9/2016	OCC0758	Goolwa	SA	Tecnam	P2002 Sierra	Rotax	912 ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: While carrying out an annual maintenance inspection o...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: While carrying out an annual maintenance inspection on the airframe one lateral undercarriage retaining bolt was found to be broken. The bolt had sheared at the base of the retaining nut and also the head of the bolt. The only remaining part was the nut, the rest had fallen out of the airframe. At each of the previous annual/ 100 hr inspections the nuts had been checked, torque loaded, and the nuts had been checked as complying with Tecnam Service Bulletin No23-UL and RAAus Airworthy Notice 070807-1 dated 9 Sept 2007. OUTCOME: Appropriate service bulletins and notifications have be issued to draw attention to this area that was inspected during maintenance. Members are reminded that other factors such as a heavy landing or incorrect torque procedures (even un-calibrated torque wrenches) can also cause the bolts to fail.
11/9/2016	OCC0748	Bunbury	WA	Flight Design	MC	Rotax	912-S	A pilot was conducting circuits with SE crosswinds, around 5-10kts, gusts and shear close to the gro...
A pilot was conducting circuits with SE crosswinds, around 5-10kts, gusts and shear close to the ground. On the third circuit, the pilot landed very heavily on the right main wheel while attempting to keep right wing low into the crosswind. The pilot taxied off the runway onto grass to clear RWY as it became obvious the suspension was damaged. OUTCOME: While conducting solo circuits in gusty conditions, the aircraft landed hard on the right side undercarriage, resulting in damage. The pilot in command has acknowledged the importance of taking an Instructor along if conditions could prove challenging to low time pilots, to ensure additional experience may be gained safely.
10/9/2016	OCC0884	Sunshine Coast Aerodrome	QLD	The Airplane Factory	Sling 2	Rotax	912 ULS	Whilst conducting training circuits at YBSU, following a touch and go at approximately 50ft a bird s...
Whilst conducting training circuits at YBSU, following a touch and go at approximately 50ft a bird struck the aircraft. The aircraft aborted take-off and was returned back to RWY36. An inspection carried out and no damage to aircraft. OUTCOME: This is the first reported bird strike incident at this location by RAAus. RAAus reviewed area ERSA with no information relating to wildlife hazards. RAAus will continue to monitor reports for any further wildlife hazards at this location.
10/9/2016	OCC0768	Black Hill	SA	FK	FK-9	Rotax	912 UL	On finals for RWY 25L, the pilot selected full flaps at threshold for a short field landing. The pil...
On finals for RWY 25L, the pilot selected full flaps at threshold for a short field landing. The pilot selected aim point of touchdown just past the crest of the main undulation on runway. Seconds before touchdown the aircraft unexpectedly sank at a greater rate than expected. The pilot was unable to react sufficiently in time before touchdown. The aircraft touched down approximately 10-15 meters short of aim point before the crest on an inclined section of runway, exacerbating the severity of landing. OUTCOME: Pilots are reminded of the importance of power management in controlling sink rate in short field approach exercises and to ensure minimum control airspeed are protected in these types of approaches. Specialist training can assist in understanding and developing appropriate skills for any short field operations
10/9/2016	OCC0747	Archerfield	QLD	The Airplane Factory	Sling 2	Rotax	912 IS	Climbing out of RWY 28L the pilot made a left turn to join the circuit but when they went to reduce ...
Climbing out of RWY 28L the pilot made a left turn to join the circuit but when they went to reduce the throttle at the top of the climb it would not come back. The pilot immediately requested a climb to 1500ft overhead the field to try and fix the problem. After several attempts the pilot managed to pull the throttle back but felt something break when they did. Before descent the pilot performed some checks to make sure that they had full and free operation of the engine throttle before attempting to land. Once the pilot was satisfied, they reported ready for descent to ATC and made a faster than usual flapless approach to the runway to ensure they had enough speed and height in the event the throttle suffered another malfunction. The aircraft landed safely and there was no further reported issues. OUTCOME: Its was identified that the primary cause was resultant of a screw clamp holding the air filter box to the manifold intake not being done up tight enough during a 100 hour service. This led to it disconnecting and the throttle being caught on it. Maintenance has been completed and this issues has been rectified.
10/9/2016	OCC0749	Caboolture	QLD	The Aircraft Factory	Sling 2	Rotax	912 IS	Birdstrike: On final circuit, a masked lapwing (Vanellus miles) flew up from the grass during holdof...
Birdstrike: On final circuit, a masked lapwing (Vanellus miles) flew up from the grass during holdoff phase prior to touchdown and was struck by either the left wing or left undercarriage. The aircraft was undamaged but the birds health is unknown. OUTCOME: This aerodrome has a high rate of bird strikes reported which is noted in the ERSA. Members are reminded that it is currently the start of the mating seasons and birds may display territorial behaviour to aerial predators.
10/9/2016	OCC0759	Boonah	QLD	Jabiru	Sp 500	Jabiru	3300a	Tracking north from Boonah a loss of power was noticed, the oil pressure light came on and the press...
Tracking north from Boonah a loss of power was noticed, the oil pressure light came on and the pressure gauge fell to zero. A suitable landing area was selected, and commenced approach, the engine had stopped with the propellor horizontal a hurried radio call was made with no response. The landing was OK on wet ground, the aircraft travelled about 150m when the nose wheel bogged at slow speed bringing the aircraft to a halt. OUTCOME: ATSB have conducted a short investigation into this incident. On 11 September 2016, at about 1000 Eastern Standard Time, a Jabiru SP500 aircraft registered 19-5503, departed Caboolture Airfield, Queensland (Qld), for a flight to Boonah Airfield, Qld. The pilot was the only person on board. As the aircraft approached Boonah Airfield, the pilot observed large white crosses on the runway indicating the airfield was closed. The pilot elected to return to Caboolture and applied engine power to climb to cruise altitude. At about 1055, the aircraft climbed to the north of Boonah. At a height of about 1,000 ft above ground level, the pilot noticed the engine RPM reducing and applied full throttle. At the same time, the pilot observed a low and fluctuating engine oil pressure indication. Within seconds, the engine failed and the propeller stopped rotating. The pilot identified a paddock to the north of their position as suitable for a forced landing. They manoeuvred the aircraft to conduct a forced landing into the paddock. The pilot ensured that turns made during the forced landing were not tight and of low bank angle to avoid an aerodynamic stall. Late in the ground roll, the nose wheel dug into the soft surface, the aircraft tipped onto its nose and the right wingtip struck the ground. The aircraft then stopped and settled onto its wheels. The pilot was not injured and the aircraft sustained minor damage. This incident is a good example of the effect an in-flight engine failure at a low altitude has on the time available to manage that failure and identify a suitable forced landing area. This report is available from the ATSB at http://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-116/