Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
2/5/2017	OCC1019	Moorabbin Airport	VIC	Foxbat	A22LS	Rotax	912ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: A carburettor float lost its coating and left large p...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: A carburettor float lost its coating and left large pieces floating/sitting in fuel bowl which could block the main fuel jet and cause engine stoppage. The serial number is outside the range of the latest RotaxSB-912-067UL R1 that requires replacement of specified float assy's OUTCOME: This issue has been referred to Rotax.
30/4/2017	OCC1021	Mid-flight Gayndah - Forest Hill	QLD	Minicab	G Y 201	Rolls Royce	0-200A	A faint smell was detected in cabin during flight. As the pilot was flying past a power station at ...
A faint smell was detected in cabin during flight. As the pilot was flying past a power station at the time it seemed it might have been the smell of burning coal. EMS indicated intermittent over-voltage alert (16.2V) and ammeter indicated a positive rate of charge at approx. 11A. The pilot concluded the voltage regulator must have failed. The pilot considered switching off the battery master and also considered removing the fuse for the alternator but decided instead to monitor for a while and continue the flight. The situation appeared stable - the smell didn't increase, in fact if anything it faded, the voltage appeared high but stable as did the charge rate. The flight concluded as planned. Upon landing some 40 minutes after first noticing the smell the pilot checked the battery, which is located in the rear fuselage. The smell was much stronger in there and the battery was quite hot - hot enough that the styrofoam packing between the battery and the battery enclosure showed signs of melting. The lid of the battery enclosure had condensation on the inside and after removing the battery there was a small amount of liquid in the bottom of the battery enclosure. The battery was removed and all liquid cleaned up. The fuselage was left open to ventilate. DETERMINED OUTCOME: The RAAus Technical Manager investigated this issue and determined that it was due to a failed voltage regulator.
30/4/2017	OCC1017	Kadina	SA	Jabiru	170	Jabiru	2200B	A pilot preformed a touch and go on an airfield that was closed. The cross to indicate a closed stri...
A pilot preformed a touch and go on an airfield that was closed. The cross to indicate a closed strip was not seen by the pilot. OUTCOME: Pilots are encouraged to overfly aerodromes in accordance with AIP ENR 1.1 – 82 Paragraph 10.9.5 to visually confirm (in the signal circle) that the aerodrome is serviceable. Pilots are also reminded that calling an aerodrome (see ERSA for contact details) will also assist in determining the status of facilities. This is particularly important at locations where a full NOTAM service is not available.
29/4/2017	OCC1016	Caboolture Airport	QLD	Aero Composite	Skydart 2s	Rotax	912	Upon lowering the nose wheel after landing, it detached. The aircraft veered right as the strut dug ...
Upon lowering the nose wheel after landing, it detached. The aircraft veered right as the strut dug in and the left wingtip contacted the ground causing some damage. The bolt holding the nose wheel assembly together was observed to be missing. It is not yet known if the nut securing the bolt had come off or if the bolt had sheared. DETERMINE DOUTCOME: Owner has self remediated this issue and determined that in the future he will use a larger bolt.
28/4/2017	OCC1015	Gatton Airpark Airport	QLD	Jabiru	LSA55/3J	Jabiru	2200J	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: When flying back after a 25 hourly service, an oil ho...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: When flying back after a 25 hourly service, an oil hose split during flight causing oil pressure to drop to nil. As the pilot was still in the circuit at YGAS, they reduced throttle to idle and conducted an immediate landing. The split hose was replaced.
26/4/2017	OCC1031	Wyalkatchem	WA	Pipistrel	Sinus	Rotax	912 UL	After touchdown in nil wind conditions the pilot lost directional control. The aircraft veered off t...
After touchdown in nil wind conditions the pilot lost directional control. The aircraft veered off the runway at 45 degrees and the pilot regained control 5 meters off the bitumen and re-entered runway at 45 degrees (50 meters from departure).
23/4/2017	OCC1009	Aldinga Airport	SA	Evektor	Sportstar	Rotax	912S	On returning to the airfield, a student was gradually descending from 1600ft and was told to ascend....
On returning to the airfield, a student was gradually descending from 1600ft and was told to ascend. At 1500ft, the student was asked again to increase altitude to which they initiated a positive push on the control stick. The instructor immediately took control and then noticed another aircraft rapidly approaching from the left front quarter at approximately the same altitude. An anti-collision manoeuvre was performed by pulling aft on the control stick in order to climb above the aircraft. The student commented after the incident that they had seen the aircraft before the instructor had taken control and thought they would try to descend below it by pushing the stick forward. At the time of the airprox both aircraft were at approximately 1400ft with the other established on a downwind leg. OUTCOME: CFI has followed up with the Senior Instructor and revised minimum flight tolerances for all instructors at the school to mitigate against further incidents. Communication protocols and "see and avoid processes to identify hazards between student and instructors have also been modified.
23/4/2017	OCC1018	Bathurst Airport	NSW	BRM	Bristell	Rotax	912UL	The nose-wheel leg of the aircraft collapsed on landing. DETERMINED OUTCOME: RAAus Technical Mana...
The nose-wheel leg of the aircraft collapsed on landing. DETERMINED OUTCOME: RAAus Technical Manager has notified the manufacturer of this issue.
23/4/2017	OCC1012	Bankstown	NSW	Aeroprakt	Vixxen	Rotax	912 ULS	During a flight training lesson on climbing, with utilisation of full power from time to time to dem...
During a flight training lesson on climbing, with utilisation of full power from time to time to demonstrate the different climb configurations, an odour of exhaust fumes was detected. This was confirmed by the CO detector turning black. The decision was made to return and land using minimal power upon return. DETERMINED OUTCOME: The LSA manufacturer has been made aware and a new exhaust design has been implemented to address issue. All operators have been notified and issues addressed across the fleet.
21/4/2017	OCC1008	Bathurst Airport	NSW	BRM Aero	Bristell	Rotax	912 ULS	Powered aircraft were conducting RH circuits on RWY35, gliding operations were on LH circuits RWY35 ...
Powered aircraft were conducting RH circuits on RWY35, gliding operations were on LH circuits RWY35 grass left. A powered aircraft conducting circuit training, announced its intentions on downwind, base and final approach to conduct a touch and go with the glider and tug combination in sight. The glider and tug combination commenced take-off with the aircraft on final approach, the aircraft had landed and applied full power for take-off with the glider and tug combination in sight. At the point of the incident the glider/tug were approximately 800m ahead of the aircraft, between 200-300’ AGL. The glider/ tug initiated an unannounced simulated launch failure. The glider broke hard to the right attempting to return to RWY17 grass right. In doing this, the glider crossed the main RWY 17/35 centreline. At this stage the aircraft (at rotation speed) sighted the glider in close proximity and descending rapidly and took positive action to abort the take-off. The glider came within approximately 100’ vertically of the aircraft and continued its approach to land on RWY17 grass right. As a result of braking at high speed, the brakes on the starboard side of the aircraft locked up and began smoking. After coming to an abrupt stop on RWY35 the aircraft announced its intentions to backtrack and vacate RWY35. Once clear of the active RWY with the ground observers reporting thick smoke coming from the starboard side main undercarriage the instructor parked the aircraft in a position clear of any buildings or flammable sources and safely disembarked the aircraft. Subsequent inspection showed that the brake fluid hose had separated from the calliper and both components showed signs of heat damage, requiring replacement of the components. Determined Outcome: Aerodrome operators should periodically meet to discuss issues. It is recommended that when potentially high risk exercises such as low level practice cable breaks are planned to occur that it is communicated to the duty instructors of other operators prior. It is also highly advisable that a radio transmission on the suitable frequency be broadcast to notify other users of an imminent practice. This incident highlights the important of see and avoid and presents a good example of correct decision making by the pilot who aborted the touch and go landing and subsequently landed to avoid further confliction.
21/4/2017	OCC1004	Albany	WA	Jabiru	SP500	Jabiru	Jabiru 2.2	The pilot Left the hangar at 9.25am, gave taxi call for RWY32, and then gave an entry and back track...
The pilot Left the hangar at 9.25am, gave taxi call for RWY32, and then gave an entry and back track call for 32. After which they gave a departure call on 32 stating they would be tracking 330. The pilot did not give an intended height as they intended to fly above the inversion which the pilot estimated to be about 4000ft. At approx. 7m N at about 3800ft. the pilot saw an incoming aircraft to Albany at a similar flight level slightly to their right. The aircraft was RPT. The aircraft also appeared to be taking evasive action to the left and passed to the right at a distance of about 300m. In the 15min that the pilots’ radio was on they was not aware of any incoming call. The pilot believes their radio was OK as there was other traffic at Albany and the RPT acknowledged that they had heard my departure call but that the pilot had not made a post take off call, which is correct, they intended to do so at 4000ft. The pilot is very aware of commercial aircraft at Albany and their priority, keeping to the E of any incoming or departing aircraft. RPT on radio said they had made a call. If this is so the pilot did not hear it. Outcome: The reporting pilot carried out all required procedures at this non- controlled AD and was situationally aware of the general presence of RPT traffic. This incident highlights the overarching importance of well developed and practiced "See and Avoid" disciplines and appropriate avoidance action which were effectively applied in this instance.
21/4/2017	OCC1011	10nm SE of Roma	QLD	Tecnam	P92 Echo	Rotax	912	The engine began to intermittently run rough during cruise flight to a nearby airfield. Due to the n...
The engine began to intermittently run rough during cruise flight to a nearby airfield. Due to the northerly wind and altitude, it was decided to continue flying South to the intended airfield (4NM) but position the aircraft over open country in case it failed completely. An examination on the ground revealed one module to be very intermittent and the other to run rough at low engine revs. The maintainer installed two other modules to test engine and found it to run smoothly on one module and slightly rough on the other. The maintainer has now had three ignition modules that are in various states of failure. OUTCOME: RAAus Technical Manager has reviewed this report and is aware of the known failure with this module in this type of engine. Technical Manager has spoken with the distributor in regard to this module and RAAus will continue to monitor these types of incidents.
19/4/2017	OCC1006	Redcliffe Airport	QLD	Jabiru	160C	Jabiru	2200B	The aircraft experienced a total engine failure within the circuit area of Redcliffe Airport, the en...
The aircraft experienced a total engine failure within the circuit area of Redcliffe Airport, the engine stopped suddenly without prior indication. Normal engine failure procedures were undertaken and the aircraft was flown onto the approach of RWY07 at Redcliffe. Due to prevailing gusting winds at the time the aircraft contacted the ground in a sideways motion causing the nose gear to collapse with subsequent damage to the undercarriage and fuselage. OUTCOME: Incident has been refereed to Airworthiness and Engineering branch of CASA.
19/4/2017	OCC1003	Aldinga	SA	Cubcrafters Carbon Cub	CC11-160	Cub Crafters	CC340	Approximate wind at the time of the incident was 10kt NE. An unoccupied, un-chocked aircraft was par...
Approximate wind at the time of the incident was 10kt NE. An unoccupied, un-chocked aircraft was parked in a hangar with other aircraft. Personnel were taking the other aircraft out from the same hangar for the day and opened two doors on opposite sides of the hangar to make it easier to take out multiple aircraft. The doors remained open for approximately 5 minutes with no significant sign of wind blowing through the hangar. An unexpected strong gust of wind passed through the hangar, accelerating through the door opening causing the parked the aircraft to turn 90 degrees to the right. This caused the port wing to collide with the edge of the open hangar door which resulted in damage to the leading edge of the wing. OUTCOME: When moving aircraft in and out of hangars, pilots must always be prepared for the possibility of thermal activity or unexpected gusts. Recommendations include closing the hangar doors once the aircraft is out, and chocking aircraft in hangars. Once out of the hangar, ensure the aircraft is parked with brakes secured or tied down for any extended periods prior to flying.
18/4/2017	OCC1010	Gympie Airport	QLD	Auster	J2	Textron Lycoming	O-235-C1B	Flying circuits at YGYM, Aircraft 1 was on short final RWY14, Aircraft 2: was on base. Aircraft 3 c...
Flying circuits at YGYM, Aircraft 1 was on short final RWY14, Aircraft 2: was on base. Aircraft 3 called entering and backtracking RWY14 just after Aircraft 1 called turning final. Aircraft 1 called short final to make Aircraft 3 known of their position. After Aircraft 3 realised the mistake, swerved erratically around runway but failed to vacate the RWY. Aircraft 1 initiated a go around, Aircraft 2 shortly after was forced to go around for the same reason. On the next circuit, Aircraft 3 was still occupying the RWY, parked and not moving. The pilot of Aircraft 1 prompted and asked if they would vacate the RWY, Aircraft 3 replied that they were conducting run-ups on the RWY. Aircraft 1 initiated another go around as the RWY was blocked. Again Aircraft 1 prompted Aircraft 3 and asked if they would vacate the RWY, Aircraft 3 replied saying they were not on the pavement (but still on the grass within the gable markers, which is where Aircraft 1 intended to land). Aircraft 2 had to initiate another go around due blocked RWY. A third go around initiated, Aircraft 2 landed on the pavement despite Aircraft 3 still being on the grass within the gable markers. Aircraft 3 then vacated the RWY for a circuit.