Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
5/10/2016	OCC0773	Wiluna	WA	Jabiru	J 230	Jabiru	3300A	After inspecting the landing area the aircraft made a normal approach from the West and touched down...
After inspecting the landing area the aircraft made a normal approach from the West and touched down normally. The plane started to veer to the left after approx. 70m, the pilot had applied full right rudder in but it kept veering to the left. The pilot applied brake with the aircraft still veering to the left. The aircraft ran off the landing area hitting a tree and knocking the left wing off. The aircraft came to a stop and fuel was going everywhere. After the pilot exited the aircraft caught fire. OUTCOME: Investigation has determined that the most likely cause of this incident was landing on a flat tyre.
2/10/2016	OCC0778	Edgeroi	NSW	Tecnam	Sierra p 2002	Rotax	912 ULS	Landings were being conducted on a local farm strip. Whilst turning the aircraft around to line up t...
Landings were being conducted on a local farm strip. Whilst turning the aircraft around to line up the aircraft hit a Rutter of a vehicle causing it to pitch forward and allowed the prop to hit the ground damaging one of the paddles on the propeller. OUTCOME: Aircraft was landing on a dirt strip and the pilot was not as mindful of the different conditions a dirt strip presents compared to other tarred surfaces. After the prop strike the propeller and the aircraft gearbox have been inspected and rectified.
28/9/2016	OCC0769	Private Strip Beerwah	QLD	ICP Savannah	XL	Rotax	912 UL-S	The wind was 10 kts gusting to 15 kts from WSW. The pilot was landing on a tree lined strip when abo...
The wind was 10 kts gusting to 15 kts from WSW. The pilot was landing on a tree lined strip when about 50 ft from ground and starting round out the aircraft was hit with a strong gust from the left which weather-cocked the aircraft towards the trees. The pilot applied power and right aileron to roll the aircraft away from contacting the trees but was unable to prevent the right wing tip hitting the ground. The aircraft then rolled to the left, hitting the left wing tip and causing the nose-wheel leg to fold up. The aircraft came to rest with the nose on the ground. Passenger compartment remained totally intact and no injuries were sustained. OUTCOME: Loss of control on landing due to wind conditions and terrain which were assessed by CFI, but were not managed appropriately. Contributing factors include overconfidence due to familiarity with the location and previous experience of similar meteorological conditions combined with self imposed pressure to return to the aircraft home base at the completion of the lesson.
28/9/2016	OCC0781	Wollongong Airport	NSW	Jabiru	LSA55/3J	Jabiru	2200	The pilot had taken the aircraft up for a few circuits, RWY16 operative. The pilot was lined up well...
The pilot had taken the aircraft up for a few circuits, RWY16 operative. The pilot was lined up well on late final at the end of the first circuit. Experiencing some sink the pilot applied power. When satisfied with position went to pull the throttle lever back to closed, however was unable to shut the power off. As they toggled the throttle lever back, between 100% and about 60% open, the pilot could feel the lever was suffering some mechanical interference. Rather than open the throttle full and assume it would remain like that to sustain a 'go around', and as there was a lot of runway in front of the aircraft, they took the decision to knock the 'mags' off and land the aircraft. The 'mags' were switched off, the propellor stopped in the 9:3 position. The aircraft was quite unsettled and the landing was difficult resulting in some bouncing, on about the third bounce the nose wheel assembly partially collapsed. The aircraft stopped without further incident. OUTCOME: On review of the incident, the pilot identified that the RHS of the throttle lock bracket was impeding the free movement of the throttle lever. However, it was easy also to avoid the interference running the throttle lever from full to closed repeatedly without any interference (which had always been their previous experience). In the flight the pilot identified that they must have been pulling the lever to the right rather than centrally and if they had looked down they would have seen the issue and corrected the matter. However, the pilot kept their vision forward as the aircraft was so close to the ground, thinking that the interference of the throttle (wrongly) was perhaps with a linkage around the carburettor.
26/9/2016	OCC0764	Springsure	QLD	Best Off	Nynja Skyranger	Rotax	912uls	Pre-start checks had been completed. The engine was hard to start and the pilot had used choke. Once...
Pre-start checks had been completed. The engine was hard to start and the pilot had used choke. Once the engine did start, it started at extremely high RPM (throttle was closed). The aircraft took off forward 30m and ran into a pile of steel and the engine stopped. OUTCOME: Due to reverse throttle use in dozers and other heavy machinery, the pilot set full open throttle for start rather than fully closed. As a result the aircraft started moving as soon as the engine started and struck a pile of steel. The pilot has advised he intends to label the throttle positions, and ensure the mag switches are used to shut down the engine in the event of a recurrence. The aircraft engine was assessed for damage appropriately for a propeller strike and other repairs as required.
23/9/2016	OCC0762	Redcliffe Airfield	QLD	Tecnam	Eaglet	Rotax	912	Returning from a training flight from Gympie to Redcliffe Airfield. The instructor and student overf...
Returning from a training flight from Gympie to Redcliffe Airfield. The instructor and student overflew Redcliffe to check wind direction, then student gave a call joining the circuit on cross wind for RWY 25. After that they heard a call from another aircraft that they were Beachmere at 1500' and descending to 1000' (5NM out) to join base. The instructor and student were late downwind, ready to prepare for base, when the other aircraft radioed if they had the visual. To their surprise the other aircraft was coming from their left to join straight into base. The instructor had to take over and turn away as they felt the other aircraft was too close. OUTCOME: The CFI of the operating school was contacted and requested to advise all company pilots to consider avoiding base leg joins due to the high density training operations at this Aerodrome and in any case to ensure that correct adherence to give way rules for existing circuit was observed.
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.