Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
30/7/2016	OCC0741	Wellcamp Airport	QLD	Jabiru	J160	Jabiru	2200	Pilot experienced a loss of control on the runway upon landing. The aircraft nose wheel was not stra...
Pilot experienced a loss of control on the runway upon landing. The aircraft nose wheel was not straight upon touching down which lead to the nose wheel coming down too early. OUTCOME: The pilot in command was unable to control the aircraft throughout the flare and touchdown during the landing phase on two consecutive circuits which resulted in a loss of control of the aircraft. In the second instance the aircraft departed the runway and the aircraft came to rest with no determined damage. Primary Factor: The pilots use of aileron for primary directional control on the approach and lack of use of the rudder (to effectively overcome latent slipstream effect) during the flare were identified. Contributing factors included inexperience with bitumen runway operations and offset positioning on the approach (as briefed prior to arrival) and loss of situational awareness of yaw in the flare process. Member has conducted further training and education with local CFI.
27/7/2016	OCC0755	Gawler Airfield	SA	Jabiru	230	Jabiru	3300	Pilot was conducting a take off on RWY23 for a short local flight. Appropriate radio calls were give...
Pilot was conducting a take off on RWY23 for a short local flight. Appropriate radio calls were given on the Gawler CTAF advising of the aircraft taxing to the runway and takeoff roll on RWY 23. The pilot had been listening and watching for any aircraft in the circuit and was not aware of any however maintained a lookout. As the aircraft was in climb out, at about 1100ft AMSL (900ft AGL), they were about to turn crosswind when a glider was observed in the circuit area/crosswind soaring. The pilot of the aircraft continued the take off and climbed straight ahead before turning crosswind. At the same time the pilot radioed the glider to advise they had been seen and the actions taken. The gliders response was that they had heard the rolling call and knew the aircraft was coming, but at no stage did they advise they were there. OUTCOME: RAAus Operations Managers reviewed the report. For information CAR 166C does not require an aircraft to engage or respond to a broadcast call unless there is the risk of collision. In this case both pilots successfully separated their flight paths based on preferred visual methods.
24/7/2016	OCC0715	Moree	NSW	Jabiru	170C	Jabiru	2200	A student had completed the first part of a two stage solo flying assignment and was returning to th...
A student had completed the first part of a two stage solo flying assignment and was returning to the aerodrome from the training area. The weather conditions were ideal at the time (a high overcast sky and wind was calm). The student called inbound, followed by a call approaching the airfield. A second aircraft called inbound from the West for landing on RWY 01. The student responded that they were now overflying the airfield from the NW to join downwind for RWY 19. Now on base for RWY19, the student advised their position in the circuit and, on turning finals shortly after, confirmed to the Piper that they were planning a touch and go landing. The CFI became concerned that a conflict was developing (particularly knowing the student intended a touch and go landing) and attempted several times to call the second aircraft via a portable VHF (due to the aircrafts' short range) with the purpose of advising them of the solo student established for landing on RWY19 and posed a conflict with the RWY 01 approach (with no success). The student was slightly high on their approach, touching down at the 1500’ markers and in the roll out process, subsequently lost directional control of the aircraft whilst applying brake. The aircraft veered to the left and stopping about 15m outside the runway markers. No damage was done to the aircraft. After taxiing the aircraft back to the apron area, the remainder of the flight schedule was cancelled and the student debriefed. OUTCOME: The student pilot, under direct supervision, was involved in a runway excursion on landing. Contributing factors were GA aircraft failing to give way to existing aircraft in the circuit and failure to establish communications and ensure separation. RAAus actions: CFI advised to submit REPCON report of incident to CASA and provide further training to student pilot on missed approach, decision making and traffic conflict avoidance.
24/7/2016	OCC0713	Private strip, Busselton	WA	Fantasy Air	Allegro	Rotax	912 ULS	After landing, while taxiing the right main wheel dropped into a mud hole at turning point pulling p...
After landing, while taxiing the right main wheel dropped into a mud hole at turning point pulling plane sharply to the right damaging nose wheel yoke. OUTCOME: The reporter stated that there was heavy rain on the runway the week prior and suggested avoidance of the runway until such time the wet conditions had dried. Operations have reviewed the report with no further action required.
19/7/2016	OCC0708	Cessnock	NSW	Aeroprakt	A22ls	Rotax	ULS	During a Nav exercise the student made a call at 10 NM to which no response was heard for inbound fo...
During a Nav exercise the student made a call at 10 NM to which no response was heard for inbound for circuits. The student followed correct procedure and checked the pattern for traffic and traffic was seen on the final for RWY 35. The student elected to join a cross wind and tried to make contact with the aircraft in the circuit however no response was heard. The student then made a general broadcast that they were joining cross wind. The second aircraft turned towards the student aircraft - when they got to around 200m the student took evasive action and joined up wind. OUTCOME: An air proximity event developed involving an aircraft joining circuit at Cessnock aerodrome with an aircraft established in circuit operations. The pilot of the joining aircraft took appropriate evasive action to avoid collision. Operations at non-controlled aerodromes present environments of high risk for aircraft in close proximity. The use of radio, while sometimes effective in providing "alerted see and avoid", should not be relied on for determination of circuit traffic or positioning. Pilots are reminded to apply effective lookout and appropriate circuit joining practices to minimise potential for collisions.
19/7/2016	OCC0724	Cessnock	NSW	Tecnam	Sierra	Rotax	912 S 2	This report was submitted as the other pilot in command involved in an aircraft separation incident ...
This report was submitted as the other pilot in command involved in an aircraft separation incident at Cessnock. The pilot was not aware of any incident however was aware of a Foxbat joining the circuit during the period that they were conducting practice crosswind landings on RWY 35. The pilot had carried out six standard LH circuits on RWY 35 and towards the end of the session heard an aircraft make a 10nm inbound call however no information was requested and as such the pilot saw no reason to respond. On the downwind leg of the second last circuit the pilot cited the inbound aircraft on the dead side of the runway. Initially the pilot thought that the aircraft was a Gazelle but at that point, the aircraft gave a joining circuit call identifying itself as a Foxbat (also confirmed visual). The pilot then lost sight of the aircraft and assumed that it had taken its place in the circuit behind them which was confirmed when the pilot heard its base call as their aircraft was on final. OUTCOME: An air proximity event developed involving an aircraft joining circuit at Cessnock aerodrome with an aircraft established in circuit operations. The pilot of the joining aircraft took appropriate evasive action to avoid collision. Operations at non-controlled aerodromes present environments of high risk for aircraft in close proximity. The use of radio, while sometimes effective in providing "alerted see and avoid", should not be relied on for determination of circuit traffic or positioning. Pilots are reminded to apply effective lookout and appropriate circuit joining practices to minimise potential for collisions.
17/7/2016	OCC0717	Fort Courage	NSW	Jabiru	J120c	Jabiru	2200B	The pilot and passenger were 8 nm from their destination of Wentworth and were conducting a circuit ...
The pilot and passenger were 8 nm from their destination of Wentworth and were conducting a circuit over Fort Courage at 2200ft when an unknown aircraft was noticed overhead within a very close proximity to them. The pilot continued the circuit and then continued to Wentworth. OUTCOME: Pilots are reminded to maintain good situational awareness through effective scanning and where possible fly at published hemispherical headings even below 5000 AMSL.
17/7/2016	OCC0710	Wudinna	SA	Jabiru	J230-D	Jabiru	3300-A	At about 1730 local time the pilot was landing in a paddock on private property and flew into a Mall...
At about 1730 local time the pilot was landing in a paddock on private property and flew into a Mallee tree. The pilot had already completed a low pass to confirm where they would land, however landing into the sun distorted their perception of height. OUTCOME: Loss of control event on landing due to environmental factors.
16/7/2016	OCC0706	Dapto	NSW	Foxbat	A22LS Amphibian	Rotax	912ULS	An amphibian aircraft landed in Lake Illawarra with one port side main wheel not fully retracted. O...
An amphibian aircraft landed in Lake Illawarra with one port side main wheel not fully retracted. OUTCOME: Technical Manager reviewed the report. It was identified that a small stick had punctured the air line for the undercarriage in the floats. The pilot conducted an emergency landing without any major issues. After the incident the owner spoke with the factory and was able to modify the area of concern and no further issues to date.
14/7/2016	OCC0704	Private strip, Emu Bore	WA	Savannah	VG	Rotax	912	During the flight all electrical gauges went to zero. The pilot elected to make a precautionary land...
During the flight all electrical gauges went to zero. The pilot elected to make a precautionary landing to check the problem. There was 70nm of rough country to cross before they reached the private strip. There were strong winds gusty winds from the NE. The pilot elected to land on a clay pan. There was no problem with the approach, touch down or holding the line, however the pilot underestimated the extra stopping distance due to the gusting cross wind and clipped a tree. OUTCOME: Aircraft electrical issues were investigated and the issue was identified as a faulty electrical plug that has since been rectified with no further problems.
10/7/2016	OCC0707	Indented Head	VIC	Jabiru	LSA	Jabiru	2200A	All run up and system check were OK and temperature and pressures all in the green. The engine devel...
All run up and system check were OK and temperature and pressures all in the green. The engine developed full power on take off with no apparent issues. The aircraft climbed to 1000 ft. and was at cruise power when about 3-5 minutes into the flight the engine suddenly lost all power. The pilot located a suitable paddock and positioned the aircraft for an emergency landing. The pilot briefed the passenger and asked them for assistance to identify power lines and fences. The landing was uneventful with no damage to aircraft or passenger. OUTCOME: Technical Manager spoke with maintainer who indicated that the engine was a factory rebuilt engine. The engine overheated on number 4 cylinder with the valve seat separating from the cylinder head, which then caused the valve brake. There were indications that the engine overheating may have been pilot induced with a high power high angle of attack climb out rate. Engine has been re-built and has been operating normally since incident.
2/7/2016	OCC0697	Palmyra	QLD	Tecnam	P92 Eaglet LSA	Rotax	912ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The propeller bolts had been re-torqued in the in mor...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The propeller bolts had been re-torqued in the in morning and completed a flight of 1h with no problems. Shortly after take-off felt a slight vibration in the aircraft that seemed to change with engine rpm. The pilot returned to Palmyra at reduced rpm. After landing, the pilot inspected the spinner and prop and found a small section of the fibreglass cover had lifted off the wood core, approx. 15mm back from the leading edge and near the tip. A small piece of the fibreglass was missing, accounting for the slight vibration. On probing the fibreglass cover, a large section measuring about 120mm from the tip towards the blade root and the full width of the blade was easily peeled off. Inspection of the bond shows no wood fibres attached to the fibreglass part, suggesting a poor bond between the wood core and the fibreglass sheeting. Prop removed and awaiting repair instructions. OUTCOME: Technical Manager received a response from the factory which refers owners/ operators to the service manual for the propeller. In this case the issue identified with the propeller was to contact the factory (which the owner did in the first case). The owner/ operator has since had a response back from the manufacturer who has had another approved propeller installed with no further issues. Tecnam now use and have approved Bolly propellers.
2/7/2016	OCC0696	10 - 08 nautical miles to the South South west of Bendigo Aerodrome	VIC	Jabiru	TBA			Numerous attempts were made to contact the pilot of an aircraft (who was also inbound from a similar...
Numerous attempts were made to contact the pilot of an aircraft (who was also inbound from a similar direction, at the same height, tracking towards Bendigo aerodrome). No response was heard from the aircraft. OUTCOME: No further action can be undertaken based on provided information as the registration number is not registered with RAAus. No further investigation possible. Members are advised to ensure they are compliant with CAAP 166-3 or CAR 166-3 regarding pilot responsibly whilst operating in non-controlled aerodrome/CTAF.
2/7/2016	OCC0694	Jacobs Well	QLD	Slipstream Engineering	Genesis	Verner	V133VM MK	After finishing a 1.5 hour uneventful flight the pilot landed and then returned to the runway entry ...
After finishing a 1.5 hour uneventful flight the pilot landed and then returned to the runway entry to do a circuit. On take off, at 150 ft, the pilot felt a strong engine vibration and experienced complete loss of power. The pilot attempted to land on the remainder of the runway however it was too short. The pilot performed an emergency landing on an extension cane land clearing (slightly longer area and to the left). On touch down the aircraft wing contacted the cane and swung the aircraft 180 degrees The aircraft stopped before entering a creek. OUTCOME: The engine temperatures showed normal for take-off and the pilot had taxied the length of the runway (700 meters) after the first landing. Maintainer/ owner suggests that a cylinder may have seized due to the cold morning and had not normalized until after the first landing. This is an experimental aircraft with only 90.2 hours on the engine since its last rebuild.
1/7/2016	OCC0695	Ballarat Airport	VIC	Esqual	VM-1c	Rotax	912	Structural modifications were carried out on the aircraft due to a manufacturing flaw (causing signi...
Structural modifications were carried out on the aircraft due to a manufacturing flaw (causing significant forward and aft movement of the wings when manipulated by hand). The maintainer arrived at Ballarat to inspect the aircraft and test fly it on behalf of the owner. A thorough pre-flight inspection was carried out, and static engine run ups and taxi tests were conducted over a period of 2 hours. All systems were working as normal and pilot/maintainer taxied to RWY23 to line up for a circuit. Full power was applied, the ground roll and lift off was normal. On downwind a strong smell of petrol was noticed, so the pilot opened the vent in the window and proceeded to turn base. When on base (with a lower nose attitude) the pilot noticed a significant amount of fuel building up at their feet, estimated to be about 10 L. The pilot immediately turned all electrical switches off and pointed the aircraft to the runway. When the pilot was satisfied they could glide in on RWY23 they shut the engine down, unlatched the canopy hatch, and made an uneventful landing. OUTCOME: Cause of the fuel leak were the fuel vents (this aircraft is a amateur built). The fuel vents on the original Esqual design were located inside the cabin. During the structural modifications, new fuel vent lines were routed to a position under the outboard section of each wing. The new fuel vents were made out of soft PVC tubing cut at a 45 degree angle. This was to give the tanks a slight positive pressure in flight. The fuel vents inside the cabin were never removed or plugged. When the aircraft gained sufficient airspeed after take off, the fuel tanks were pressurised from the airflow coming into the new vents. This in turn caused fuel to flow out of the original vents in the cabin. Fuel continued to flow through the old vents until the airspeed dropped to a level where the pressure was not great enough to continue the flow of fuel into the cabin.