Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
22/9/2015	OCC0521	Amberley	QLD	Jabiru	J230D	Jabiru	3300A	Airspace Infringement - Pilot did not check NOTAMs or broadcast on the CTAF. OUTCOME: Pilot complet...
Airspace Infringement - Pilot did not check NOTAMs or broadcast on the CTAF. OUTCOME: Pilot completed a ground based review of RAAus CTA avoidance and planning, transponder use and NOTAM revision.
20/9/2015	OCC1036	Pyramid Hill Airport	VIC	Bristell	Bristell	Rotax	912 ULS	A student indicated right brake failure on landing during a training flight. The instructor took ove...
A student indicated right brake failure on landing during a training flight. The instructor took over and completed landing without use of brakes. OUTCOME: The Technical Manager has reviewed this report and has addressed this to the LSA factory. The aircraft is L2-LAME maintained to a high standard.
25/8/2015	OCC0451	Boonah	QLD	Tecnam	P-96 Golf	Rotax	912 ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Both nose wheel halves have cracks running through fi...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Both nose wheel halves have cracks running through five of the six attachment holes. Could only be seen when wheel halves were apart. OUTCOME: Technical Manager contacted manufacturer to report this issue with nose wheels. This is the first report of this type identified to RAAus and the manufacturer. No further action this time however if other maintainers identify similar defects RAAus will contact the factory immediately for further action.
10/8/2015	OCC0631	Turkey Creek	WA	Savannah	S	Rotax	912 ULS	While at Kununurra our group of four Savannah pilots consulted with a local tour operator as to how ...
While at Kununurra our group of four Savannah pilots consulted with a local tour operator as to how flights around the Bungles were conducted. During the flight a comfort stop was necessary. Checked ERSA and Turkey Creek was not listed. Being some distance from the Bungles the pilot assumed 126.7 would apply. Also checked ERSA under Warnum and couldn’t find that also. The R22 helicopter was spotted the by the lead aircraft so the other aircraft operators were all aware of its position and course. The pilot was surprised at the amount of air traffic at Turkey Creek considering it was not listed in the ERSA. Upon return to Kununurra a Chief Pilot pointed out to the four pilots of the Savannahs that Turkey Creek falls within the special CTAF zone of the Bungle Bungles. OUTCOME: Operations reviewed this report and advise that when travelling to remote areas, or any flights into unfamiliar areas, pilots are reminded to contact local operators where possible for helpful local information and procedures. Many ALA's are unlisted in ERSA and the relevant state Country Airstrips guide published by AOPA is a useful resource in these instances.
10/8/2015	OCC0632	Turkey Creek	WA	ICP	Savannah	Rotax	912 U L S	RAAus report of failed communication with a helicopter in vacinity of Turkey Creek Airfield. Prior t...
RAAus report of failed communication with a helicopter in vacinity of Turkey Creek Airfield. Prior to departing Kununurra the pilot had received a briefing from a local helicopter pilot for the mornings flying along the special procedures route for the Bungle Bungles and we were aware of the CTAF for the Special Procedures route (at this time the flight plan did not include a stop at Turkey Creek). The pilot was on the Bungle Bungle Purnululu National Park CTAF (127.3) communicating with flight of four Savannah's and other traffic until they departed the special procedures route to approach Turkey Creek Airfield. The pilot decided, last minute, to call into Turkey Creek for a much needed comfort stop. Unfortunately the ERSA did not list a CTAF for Turkey Creek and so the pilot went to 126.7 default CTAF to approach Turkey Creek (also monitoring Brisbane Centre 118.2). The pilot was unaware the Special Procedures route CTAF for Purnalulu and Bungle Bungles also included Turkey Creek Airfield, so broadcast all usual calls on 126.7. The pilot had a chopper visible for some time, who was below his aircraft by about three hundred feet and descending, on an almost a reciprocal course. The pilot climbed a couple of hundred feet and changed course slightly to maintain good separation. There was no risk of collision. There was no risk of a collision with flight of four Savannah's as the pilot advised each others in our flight of the choppers position and height and they all acknowledge they had it visual. The pilot received no response to radio call on 126.7 or 118.2 from the chopper (mistakenly no longer monitoring 127.3 per the ERC low). After returning to Kunnunurra the Chief Pilot of a Helicopter company pointed out to the pilots of the four Savannahs that Turkey Creek was still within the Bungle Bungle CTAF area as shown on the ERC low. The pilot was also pleased to be advised that there were a further two CTAF "area's" shown in the ERC low in Western Australia that most pilots were not aware of. OUTCOME: Operations reviewed this report and advise that when travelling to remote areas, or any flights into unfamiliar areas, pilots are reminded to contact local operators where possible for helpful local information and procedures. Many ALA's are unlisted in ERSA and the relevant state Country Airstrips guide published by AOPA is a useful resource in these instances.
24/7/2015	OCC0701	Serpentine Airfield	WA	Hummelbird	TBA	VW	1/2 VW	What happened: Pilot embarked for a local flight overhead the aerodrome. After take-off the engine ...
What happened: Pilot embarked for a local flight overhead the aerodrome. After take-off the engine stopped suddenly without warning between 300 and 500 ft. The Pilot conducted a left hand turn for an assumed landing on the perpendicular grass runway. The aircraft did not make the runway and came to rest between two trees in the dense scrub surrounding the airfield. Aircraft was severely damaged and the pilot sustained serious injuries. The aircraft had 20 h and was recently purchased from the owner builder without inspecting the aircraft in person. RAAus Findings Two RAAus Accident Consultants attended the scene shortly after the accident due to being identified as a high risk accident and to determine the causal factors relating to the event. The Pilot sustained serious injuries and was attended to on the scene by the first responders administering first aid. Operational Findings: The pilot uses a two part checklist for pre-take off safety actions for EFATO and established a best glide speed slightly to left of RWY23. The pilot was confident the aircraft remained in control and at minimum flight speed right up to impact. They did not attempt to turn back. A restart was attempted unsuccessfully. Due to the terrain upwind of RWY23 centreline the pilot’s normal procedure was to veer left to give greater options, given limited climb performance of this aircraft. The pilot was questioned on use of the alternate grass runway and does not use these due to limited power available from the aircraft VW engine. RWY23 is the main runway. Operational Outcome: The pilot conducted all emergency procedures appropriately. Limited forced landing options with a satisfactory splay of the runway heading gave the pilot no option but to fly the aircraft as best as possible to the impact and required hospitalisation and the aircraft was destroyed. Technical outcome: The aircraft is confirmed destroyed and the owner was not able to identify the cause of the failure however it was believed to be electrical due to the instantaneous failure. This is a 10 registered aircraft. To be registered in this category the aircraft must be single seat with a MTOW of 300Kg and a wing loading no greater than 30kg/m2. The aircraft cannot be flown over built up areas. There are no pre-flight final inspections required for registration as there is with 2 seat amateur built aircraft. RAAus Actions: To prevent reoccurrences with accidents and issues such as these the following procedures and publications are being made to ensure that these risks are reduced to ALARP: • Mandatory L1 training for all owner maintainers with the implementation of Version 4 of the Technical Manual • Safety month 2016 will feature the importance of first aid training for first responders at airfields Safety Message: Members are advised that aircraft that have marginalized climb performance due to configurations or environmental conditions, or any combination of these factors, may limit suitable options for the pilot in an emergency situation. These elements along with many others should always be factored into the pilots’ pre-flight assessment and considerations prior to flight. If the options are limited and the consequences are high then pilots need to make appropriate command decisions on if, when and where to fly.
11/7/2015	OCC0628	Serpentine Airfield	WA	Hummelbird	Single Seater	VW	1/2 VW	Pilot was on short final to RWY05 and another aircraft lined up for take-off. Aircraft on short fina...
Pilot was on short final to RWY05 and another aircraft lined up for take-off. Aircraft on short final conducted a go-around. OUTCOME: Pilots are reminded that no aircraft is permitted to enter an active runway while an aircraft is in the approach and landing phase. The landing aircraft has right of way. Appropriate lookout before taxiing and positioning the aircraft clearly towards the final approach to obtain a clear view of possible landing aircraft are key disciplines that must be applied to avoid near misses or collision. Radio is no substitute for an effective lookout. Pilots are reminded to be fully conversant with right of way rules and effective lookout strategies in the circuit area.
25/6/2015	OCC0463	Taree	NSW	Facet Aircraft	Sapphire 10	Rotax	447	During start up of engine (pusher prop) the engine rose to near full power and aircraft moved forwar...
During start up of engine (pusher prop) the engine rose to near full power and aircraft moved forward quickly gaining speed. Pilot was unable to access the cockpit quickly and hit a closed hangar door about 40 meters away. OUTCOME: Accident occurred due to incorrect throttle setting by pilot.
25/5/2015	OCC1037	Bendigo	VIC	Bristell	Bristell	Rotax	912 ULS	A student pilot was given a simulated engine failure as they turned downwind. They opted to return t...
A student pilot was given a simulated engine failure as they turned downwind. They opted to return to the airport and land upwind. On touch down they reported they had no brakes and the instructor took over and stopped the plane on the existing runway. The plane was taxied back to the hangar were a cockpit debrief was commenced with the student. An onlooker ran towards the aircraft and reported that it was on fire. Pilot and instructor exited the plane. The fire was extinguished with the hangar fire extinguisher. The Technical Manager has reviewed this report and has no further action for this event as there have been no further issues in over 2.5 years.
30/4/2015	OCC0445	Toodyay	WA	Airborne	Edge Tundra	Rotax	582	On approach to land pilot experienced a feeling like being caught on a bungy cord which slowed down ...
On approach to land pilot experienced a feeling like being caught on a bungy cord which slowed down the aircraft. Pilot saw that it was a power wire and then the aircraft fell to the ground. OUTCOME: Micro light hit power lines due to possible low level flying. Serious injuries sustained by the pilot and aircraft destroyed.
13/1/2015	OCC0714	South Morang	VIC	Fasterway	Challenger	Rotax	582	The aircraft was carrying a passenger and extra fuel in the added tanks and landed hard and rolled o...
The aircraft was carrying a passenger and extra fuel in the added tanks and landed hard and rolled over. Nil injuries to pilot or passenger. OUTCOME: The front wheel was destroyed, the line guard damaged and the propeller was destroyed. The airframe suffered distortion (bends) and movement and may have been compromised. The aircraft has been repaired in the workshop. The entire airframe is being checked for stress and build design faults.
6/1/2015	OCC1041	Bendigo	VIC	Bristell	Bristell	Rotax	912 ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The nose wheel steering cable had had a number of pre...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The nose wheel steering cable had had a number of previous failures (a cable was carried in the plane in case of failure) initial examination of the nose wheel showed that the steering cable knuckle had come of the ball joint. This had been held on by safety wire. The clip that would normally hold the Knuckle to the ball was not used. Previous failures had been the cable. The nose leg was modified following this incident. OUTCOME: This item has been referred to the factory and they have offered alternate processes and parts to address the defect.
9/11/2014	OCC1039	Bendigo	VIC	Bristell	Bristell	Rotax	912 ULS	The propeller stopped during landing flare on landing. The pilot rolled clear of the RWY and restart...
The propeller stopped during landing flare on landing. The pilot rolled clear of the RWY and restarted the plane. OUTCOME: The reporter stated that the throttle stop would allow the engine to stop if the throttle quadrant was pulled back hard. This was one of a number of incidents with the engine stopping which was reported on a number of occasions. A plate was subsequently fitted at the end of the throttle quadrant to prevent the engine stopping on idle. Tech Manager has reviewed the report and no further action is required from RAAus.
6/9/2014	OCC1038	Bendigo	VIC	Bristell	Bristell	Rotax	912 ULS	A pilot was conducting transition training on aircraft. The pilot flared high and the plane bounced....
A pilot was conducting transition training on aircraft. The pilot flared high and the plane bounced. The instructor applied power and instigated a go around. OUTCOME: Operations Manager reviewed the report no further action required.
15/5/2014	OCC1040	Bendigo	VIC	Bristell	Bristell	Rotax	912 ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Left hand rudder positioning pin may not fully lock i...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Left hand rudder positioning pin may not fully lock in. Pilots have been instructed to visually check pin is engaged as it could result in inadvertent alteration of pedal during flight. OUTCOME: The Technical Manager has reviewed this report and has no further action for this event as there have been no further issues in over 2.5 years.