Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
27/12/2015	OCC0531	Caboolture	QLD	Sling	2	Rotax	912	Whilst performing touch and go landings aircraft struck a bird on rotation on the fifth take-off. Pi...
Whilst performing touch and go landings aircraft struck a bird on rotation on the fifth take-off. Pilot continued the takeoff as the aircraft was still flying normally and conducted the following circuit, without moving the flaps, and made normal landing. OUTCOME: On inspection of the aircraft it was found that the bird struck the underside of the fuselage however caused no visible damage to the aircraft.
26/12/2015	OCC0533	King Ash Bay	NT	Jabiru	J160	Jabiru	2200A	Landing on dirt strip 6 to 7 knot crosswind and a gust of wind blew the aircraft to the right side o...
Landing on dirt strip 6 to 7 knot crosswind and a gust of wind blew the aircraft to the right side of the strip. As the aircraft touched down the right main wheel sunk on soft dirt which damaged the undercarriage. Pilot tried to steer plane to the left and as the plane came to rest it dipped forward and the right wing tip hit the ground. OUTCOME: Damage to the undercarriage and the right wing tip of aircraft due to crosswind and hitting soft ground.
20/12/2015	OCC0523	Narrabri	NSW	Evektor	Sportstar	Rotax	912	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Fuselage mounting structure for right hand undercarri...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Fuselage mounting structure for right hand undercarriage - yoke assembly cracked and damaged. OUTCOME: Current LAME liaising with Evektor. Company have sent out new box section to address this failure. Structural failure due to design fault combined with a heavy landing some time in its history.
20/12/2015	OCC0516	Private airfield	QLD	Savannah	XL VG	Rotax	912	On approach landing aircraft encountered a wind-sheer (severe turbulence) losing altitude at 10 mete...
On approach landing aircraft encountered a wind-sheer (severe turbulence) losing altitude at 10 meters and contacting ground, aircraft was at full power and elevator applied. OUTCOME: Pilot was accustomed to conducting flat long approaches and on the day in question the conditions were changing with a developing sea breeze interacting with thermic conditions and exaggerating turbulence. Pilot approach speed was appropriate for zero flap setting. This was the second approach of the flight. Likely cause: Continuation of approach in identified turbulent conditions resulting in Loss of control in landing phase (R-LOC). Contributing factors: Surrounding terrain and cane crop, lack of secondary windsock and configuration in landing.
19/12/2015	OCC0527	Coffs Harbour	NSW	Jabiru	J170-C	Jabiru	J2200	Loss of comms by pilot on approach to Coffs Harbour aerodrome. Comms required for contact with Class...
Loss of comms by pilot on approach to Coffs Harbour aerodrome. Comms required for contact with Class D controller. Problem could not be replicated on the ground by the CFI and Instructor. Possibly due to incorrect volume setting or wrong frequency setting. OUTCOME: Operations reviewed report no further action required.
15/12/2015	OCC0529	Yarram	VIC	IPC	Savannah	Rotax	912 ULS	Flying at 4000ft, pilot conducted an aerobatic manoeuvre. The aircraft is not rated and the pilot is...
Flying at 4000ft, pilot conducted an aerobatic manoeuvre. The aircraft is not rated and the pilot is not trained for these manoeuvres. It was a clear day with very little wind. The aircraft has been assessed for any possible overstress or damage. OUTCOME: Operations discussed actions with the pilot about conducting inappropriate manoeuvres without appropriate training and qualifications and ensuring the aircraft is approved and certified appropriately. Pilot is cognisant of the regulations and requirements and will seek further training as required.
11/12/2015	OCC0508	White Gum	WA	Airborne Windsports	XT-912-B	Rotax	912 UL	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Whilst conducting a BFR, and taxiing up a slight incl...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Whilst conducting a BFR, and taxiing up a slight incline, pilot/ instructor felt a bump near the RHS rear wheel and assumed it was a small rock. The taxi and subsequent flight/ landing continued with no further issues. A post flight inspection revealed that the disc brake assembly on the RHS wheel was considerably damaged. The lugs that ‘drive’ the disc appeared as sheared off. A closer inspection of the disc showed an area around one of the lugs that had evidence of localised heating. Further inspection of the sheared lug shows what appears to be a partial laser cut though the lug indicating that this is where the problem was initiated (all of the other lugs show clean shear). OUTCOME: Nil further action at this time. Technical department will monitor and will discuss with Australian manufacturer if other instances occur.
6/12/2015	OCC0505	Mt Beauty Airfield	VIC	Rans Inc	S-4 Coyote	Rotax	503	On take off pilot applied full power. Aircraft took off in heavy grass adjacent to the main strip an...
On take off pilot applied full power. Aircraft took off in heavy grass adjacent to the main strip and hit a slight dip which helped the aircraft to fly early with left rudder applied. Pilot attempted to fly out of the situation with the stick forward however the aircraft continued to head left. Pilot reduced power as left wing collided with stationary Cessna 182. Aircraft came to rest with damage to left wing and propeller. No injuries were sustained to the pilot. Aircraft on ground had damage to the right wing tip and wing strut. OUTCOME: The Rotax 2 stroke results in prop turning opposite to 912, so left rudder application is correct. Further discussion determined pilot may have applied opposite aileron (right) in an effort to manoeuvre away from parked aircraft, resulting in stall and subsequent impact. Alternative actions could have included closing the throttle forward stick to prevent early lift-off. Pilot had flown 3-4 hours immediately before to ensure proficiency. Pilot will complete a BFR with CFI.
6/12/2015	OCC0503	Caboolture	QLD	Airborne	XT 582 Outback	Rotax	582	Purpose of the flight was to tune the wing on a 2 stroke Airborne Merlin winged trike. Conditions we...
Purpose of the flight was to tune the wing on a 2 stroke Airborne Merlin winged trike. Conditions were fine with 8 kts straight down the main runway. All pre-flight checks were carried out before take off. Aircraft lift off was rapid and at about 400 ft. Pilot increased power to full maintaining that setting for a short time, and again decreasing power back from full power to carry out climb. About 800m past the end of the airfield (three to four minutes after take off), at 1200ft, pilot needed to climb to 1500ft so as to turn to the right. Pilot applied full power and approximately 4 seconds later the engine stopped. A forced landing was preformed back at the airfield. OUTCOME: Aircraft was inspected and engine has now been repaired. From the inspection is appeared the engine issues were due to a 'cold seizure'. The engine only had 40 h of operation. The pilot had conducted a run up prior to flight with all temps indicating normal. Full power was applied however the pilot backed off. After approximately 30 seconds, to about three quarters (to enable the pistons to expand), the water jacket was at a different temp which was slightly cooler than what it would have been if the pilot had kept full power. The pilot again added full power (for the pistons to expand again) however the water jacket was still cool. The pilot took the engine back once again to three quarters for a slightly longer time and then applied full power again when the engine seized. The engine has had a new piston replaced and is functioning well. The pilots reasoning for the 'on' and 'off' the throttle was due to their climb rate. It has been determined that the engine had a 'cold seizure' which at times can happen very early in a take off.
5/12/2015	OCC0509	Caboolture	QLD	Airborne	XT-912 Streak III Tourer	Rotax	912 UL	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: XT-912 Streak III left hand spat bracket was found to...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: XT-912 Streak III left hand spat bracket was found to be cracked when conducting a pre-flight inspection. As part of the pre-flight inspection, the left hand wheel spat was given a shake to confirm it's security where the spat bracket subsequently fractured. Subsequent inspection of the failed bracket revealed that it had pre-existing cracks, and that this pre-flight caused total failure of the component. OUTCOME: RAAus contacted manufacturer and highlighted defect reported and concern that this may be one of many defects that have occurred. Being part of the undercarriage assembly, the bracket is exposed to considerable vibration during the ground operation of flight (i.e. the taxi), particularly when operating off grass strips. Maintainer suggests the following inspection (prior to next flight) as a consideration: • One off inspection (and then aligned with the 100 hourly): 1. Physically give the wheel spat a vigour shake 2. Remove the wheel spat 3. Remove the wheel securing spat bracket 4. Inspect the bracket for cracks 5. Install the wheel securing spat bracket 6. Install the wheel spat 7. Update the maintenance log for incorporation of the SB • Pre-Flight Inspection: 1. Physically give the wheel spat a vigour shake 2. Listen for noises that would indicate a broken bracket or unrestrained movement of the wheel spat 3. Bend down and have a look for obvious cracking in the lower part of the Bracket that is visible
5/12/2015	OCC0507	Sunshine Coast	QLD	Piper	Sport Cruiser	Rotax	ULS 912	This flight was conducted for an owner of a leased aircraft online with the flying school. Pilot was...
This flight was conducted for an owner of a leased aircraft online with the flying school. Pilot was given the instruction "RWY 12, cleared for take-off, climb straight ahead". On upwind the pilot flying initiated a left turn onto crosswind to track northbound over water not above 1500' as per our airways clearance, forgetting the conditional clearance previously provided. Co-pilot immediately took over control and returned the aircraft back to the original runway heading. During this correction the tower controller instructed "Aircraft, the instruction was to climb straight ahead, maintain Easterly heading until advised". Pilots continued as per this clearance, to shortly track north over water. OUTCOME: Occurrence reviewed by Operations. Satisfactory action to rectify contravention with ATC instruction by instructor.
4/12/2015	OCC0511	Busselton Regional	WA	Evektor	Sportstar	Rotax	912 ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Rudder Hinge Bearings - Both bearings seized with inn...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Rudder Hinge Bearings - Both bearings seized with inner spherical part rotating on shank of fixture. That is upper bearing inner part relies on friction of bullet nosed in pin attached to rudder spar, and the lower bearing inner part us secured by castellated nut on retention in lower part of rudder. Apart from being shiny where inner part of bearing was rotating on shanks, no wear step was evident. Due to being located in a recess no measurement for wear could be ascertained on the top pin. The lower beating centre however can be nipped by tightening the castellated nut. Bearings were cleaned of dried grease, readily freed, followed by application of a light grease and rudder reinstalled. Duplicated inspection of rudder control system will be carried out on completion of maintenance to rudder cables. OUTCOME: Evektor are aware that some Nicopress clamps were not sufficiently pressed during manufacture. They have released a Safety Alert Mandatory Bulletin SportStar – 017a SR to cover this anomaly and require a report back to them if additional defects are identified (refer Appendix 2 Item 7).
4/12/2015	OCC0501	Bathurst	NSW	BRM	Bristell	Rotax	912ULS	A current GA PPL holder converting to RA registered BRM Bristell held off on landing too long with a...
A current GA PPL holder converting to RA registered BRM Bristell held off on landing too long with an overly high angle of attack, resulting in portside wing drop and contact with the runway. This was his first solo after 2.5 hours of dual instruction with above average judgment displayed when dual. OUTCOME: CFI has provided an appropriate response to attempt to minimize another occurrence which includes spending more time in dual training irrespective of pilot experience and apparent talent.
2/12/2015	OCC0496	Merimbula	NSW	Airbourne	XT-912	Rotax	912	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: As per AWB 02-006 the MIL spec 6000 hose swelled to t...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: As per AWB 02-006 the MIL spec 6000 hose swelled to the point that it restricted the fuel flow to the engine resulting in total engine failure. This hose was factory fitted when the aircraft was new. OUTCOME: Tech spoke with the factory, who were sent the hoses for further investigation. During incident aircraft engine was seen to be not performing at an acceptable rev range however this was overlooked during the incident. Pilot followed correct process and landed straight forward. RAAus have also listed relevant information regarding Flexible Hose Assemblies AWB 02-006 Issue: 2, Date : 8 May 2015, which can be found at the following link https://members.raa.asn.au/announcements/article/?id=awb-flexible-hose-assemblies-maintenance-practices
30/11/2015	OCC0499	Frogs Hollow Airfield Bega	NSW	Airborne Windsports	XT912	Rotax	912	Departed from Frogs Hollow Airstrip Bega. At 300 ft at the end of RWY18, engine lost power, was runn...
Departed from Frogs Hollow Airstrip Bega. At 300 ft at the end of RWY18, engine lost power, was running very rough and aircraft was losing altitude. Aircraft was landed as per forced landing training one mile directly south of airstrip in paddock without incident. OUTCOME: Defect reported from this incident and as per AWB 02-006 the MIL spec 6000 hose swelled to the point that it restricted the fuel flow to the engine resulting in total engine failure. This hose was factory fitted when the aircraft was new. Tech spoke with the factory, who were sent the hoses for further investigation. During incident aircraft engine was seen to be not performing at an acceptable rev range however this was overlooked during the incident. Pilot followed correct process and landed straight forward. RAAus have also listed relevant information regarding Flexible Hose Assemblies AWB 02-006 Issue: 2, Date: 8 May 2015, which can be found at the following link https://members.raa.asn.au/announcements/article/?id=awb-flexible-hose-assemblies-maintenance-practices