Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
19/4/2016	OCC0645	Caboolture	QLD	Aeroprakt	A22LS Foxbat	Rotax	912ULS	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The Aircraft was inspected by the maintainer due to a...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The Aircraft was inspected by the maintainer due to a report of smell of fuel and sign of a leak in the cowling. The maintainer removed the cowlings and on first impressions the leak was detected to be coming from seals around fuel distribution block P/N 851327. After some check tightening of the hoses, and sealing plug, a ground run was conducted and fuel was found to be spraying out of the distribution block. On removal of this block the maintainer found a hairline crack coming from the plug hole and spreading 7mm along to block to the center. The distribution block and seals were all replaced and a ground run was carried out with nil leaks detected and the aircraft re-released to service. The crack was very hard to see due to the machining marks already on the block. OUTCOME: As detailed above the fuel leak source was identified by an appropriate workshop (where the standard maintenance practices for the identification of an issue were conducted). The area of concern was identified as the hairline crack and is being addressed by a replacement part purchased from an approved factory agent.
17/4/2016	OCC0624	Yarrawonga	VIC	Airborne	Edge X 582	Rotax	582	Pilot conducted a test flight for the owner of the aircraft. Pilot had completed engine runs and the...
Pilot conducted a test flight for the owner of the aircraft. Pilot had completed engine runs and then a pre-flight check. The aircraft was running well with no sign of any problems. As the pilot entered the runway they checked the aircraft systems and then applied power. The aircraft responded well and pilot was airborne at the right speed with the aircraft climbing as expected. When the aircraft was three quarters of the way down the runway the engine slowly shut down. Pilot did not try to restart the aircraft and made a forced landing on the runway and rolled to a stop. Pilot restarted the engine on the ground and conducted a run up through the power band with no problem. A high speed taxi was conducted and the pilot conducted a circuit and landed again with no further problems. OUTCOME: All appropriate steps were carried out in relation to the flight testing of the new aircraft. The pilot conducted the correct processes and satisfied himself that the aircraft was considered satisfactorily for additional flight. Engine issues may have resulted from some sort of contamination passing through the system, i.e. fuel, due to aircraft proceeding to be retested and found to produce full power, and subsequently flew without any further issue.
15/4/2016	OCC0627	Rockingham	WA	Morgan Aero Works	Cheetah	Jabiru	2200	Morgan pilot was on climb out of Serpentine over Rockingham tracking for Carnac Island at about 1015...
Morgan pilot was on climb out of Serpentine over Rockingham tracking for Carnac Island at about 1015 h on radio frequency 135.25 passing through 2800. An aircraft was sighted at approximately the same altitude heading South almost directly towards Morgan aircraft. Morgan pilot was very slightly below and, because the other aircraft was tracking across their flight path from left to right, took evasive action by quickly rolling left and down. When the aircraft was about halfway between the Morgan aircraft and the point when they were first sighted, the Morgan pilot noticed it took evasive action up and to the left. OUTCOME: Morgan pilot contacted Perth Centre and reported the near miss, they confirmed the likely identity of the aircraft, then reported other traffic in the area in which pilot attended to. ATSB conducted an investigation of this report and the information can be located at https://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-038/
14/4/2016	OCC0651	Wagga Wagga	NSW	DynAero	MCR-ULC	Rotax	912ULS	Flight from YTMU to YSWG (for the fitment of a new radio) pilot was using an ICOM portable, for the ...
Flight from YTMU to YSWG (for the fitment of a new radio) pilot was using an ICOM portable, for the flight, attached to the aircraft aerial (previous flight had good transmit and reception). During the flight the pilot noticed few radio calls on the area frequency. On 126.95 the pilot gave a 10 NM call 'West at 4,500 ft descending to 3,000 ft, with an expected overhead in 5 minutes' while listening for calls indicating an established runway direction. When over the field at 3,000 ft the pilot was not able to determine the wind direction and noticed a twin taxiing slowly and a Qantas Dash-8 at the apron. The pilot decided to use RWY23 and descended to 1,700 ft entering mid-downwind for RWY23 (standard radio call) calling 'turning base for RWY23, full stop'. At about 200 ft above the ground the pilot noticed an aircraft landing in the opposite direction (on RWY05) with another behind it. The pilot immediately turned right to the dead side, clear of the runway, and in the runway direction climbing to 3,000 ft. On reaching 3,000 ft the twin had commenced to take off on RWY05 and the Dash-8 was at the holding point. The pilot called on the radio that they would orbit at 3,000 ft until the Dash-8 had taken off. The pilot then heard the twin confirming it was an IFR flight for Sydney, however the QANTAS kept asking for the aircraft position after even after the pilot had called their position and height. Another aircraft copied the pilot's transmission to the QANTAS. Following the Dash-8's departure the pilot descended to 1700 ft to enter downwind for RWY05. After the pilot's call another aircraft called that they had turned to downwind for RWY05, then asked the pilot to Go-Around as they had priority. The pilot climbed to 3,000 ft to be well clear and wait the landing of this aircraft where they then descended to enter downwind for RWY05, landing satisfactorily. OUTCOME: Operations reviewed report and believe that if the pilot has a similar situation again, another aircraft with working VHF radio fly in company with the aircraft to ensure adequate radio communications are maintained. This is in line with CAAP 166-1 (3) recommendations.
13/4/2016	OCC0622	Bathurst	NSW	Jabiru	J170	Jabiru	2200B	Glider and tug combinations operating on RWY08 conducting Left Hand (LH) circuits. Powered aircraft ...
Glider and tug combinations operating on RWY08 conducting Left Hand (LH) circuits. Powered aircraft conducting operations on RWY17. (RWY08 is not considered serviceable for powered aircraft due to high glider and tug activity inside the active RWY.) Jabiru called inbound from the South and arrived to a busy circuit with other powered aircraft conducting LH circuits on RWY17. Gliders and tug aircraft were in operation on RWY08. Using standard procedures Jabiru announced its intentions and joined an early downwind (Left) for RWY17. Once established on downwind RWY17 Jabiru communicated with Glider and Ground to confirm separation between the gliders that were operating in the vicinity. Glider Ground advised there were two gliders “thermalling 4000’ off the threshold RWY26” and the pilot confirmed that they had them both sighted. Jabiru continued with the circuit calling both Base leg and Final approach, before landing on RWY17 and was maintaining a look-out for other aircraft (including Cessna in front, Diamond behind and the two gliders) with which the pilot had lost sight during turns to Base and Final (Jabiru being a high wing aircraft). Once Jabiru had touched down on RWY17 the pilot noticed a glider on short final for RWY08 (at the Jabirus' 2 o'clock position) it was then the pilot decided that they did not have sufficient time to stop before RWY08. Jabiru applied full power to cross RWY08 as quickly as possible as it was the pilots best option to keep clear of the glider. Once Jabiru reached flying speed the pilot took-off and announced their intention to conduct another circuit. OUTCOME: ATSB and RAAF have investigated this occurrence. The ATSB have provided a short bulletin on the investigation which can be read by accessing https://www.atsb.gov.au/publications/investigation_reports/2016/aair/ao-2016-034/
13/4/2016	OCC1045	Bendigo	VIC	Tecnam	P92 Super Echo	Rotax	912 ULS	Check flight carried out for pilots use of disabled control. Subsequent to flight it was found that ...
Check flight carried out for pilots use of disabled control. Subsequent to flight it was found that the Modification had not been approved by the aircraft manufacture as required for a LSA aircraft. OUTCOME: RAAus Technical Manager has reviewed the report. The report has indicated that the aircraft is an LSA however it is actually type certified. The aircraft is currently about to complete the MARAP certification for the fitment, and formal approval, of the modification.
11/4/2016	OCC0634	Mallee Highway	SA	Airborne	ST 292	Rotax	582	Pilot was flying circuits in the area and landed hard on the highway causing substantial damage to t...
Pilot was flying circuits in the area and landed hard on the highway causing substantial damage to the aircraft with the pilot being hospitalised. The pilot had no memory of the accident or shortly prior to the occurrence. Local pilot instructor assessed the scene after the accident and believes the most likely reason would appear a whirly wind struck the aircraft on landing. The pilot was the only person involved. OUTCOME: Runway-Loss of Control (R-LOC) with environmental contributing factors. Weight shift pilots are reminded that decreased control authority in turbulence can increase risks especially in take off and landing. In this case localised turbulence due to the release of thermal convection was a significant contributor to the accident. These effects are not restricted to the hottest part of the day and can be prevalent as afternoon conditions change particularly if a "trigger" such as a landing aircraft disturbs a parcel of warmer air on landing.
9/4/2016	OCC0652	Lancefield	VIC	Brumby	LSA R600	Rotax	912ULS	The RAAus component of the investigation into the fatal accident near the aerodrome of Penfield, Vic...
The RAAus component of the investigation into the fatal accident near the aerodrome of Penfield, Victoria involving RAAus CFI and pilot was completed in accordance with RAAus usual protocols. The Coroner has advised RAAus on 27 April 2018 there were no significant safety outcomes related to recreational aviation activities. RAAus continue to work at the invitation of state and territory police to provide industry and aviation specific subject matter experts to investigate fatalities relating to recreational aircraft accidents. This forms parts of RAAus overall strategy to inform members on safety related matters that may affect them and assist local authorities in determining what occurred. These investigations are conducted to ensure any relevant safety matters are provided to RAAus members and reduce the likelihood of a reoccurrence.
9/4/2016	OCC0620	Caboolture	QLD	Savannah	VG XL	Rotax	912 ULS	Whilst climbing out on takeoff on RWY30, at approximately 300-400 ft, a subtle vibration was felt fr...
Whilst climbing out on takeoff on RWY30, at approximately 300-400 ft, a subtle vibration was felt from the engine for a few seconds then the engine ran very roughly and lost power. An immediate turn and successful landing was made on RWY06, without injury or damage. OUTCOME: Investigation of the power loss revealed a substantial corrosion build up at the bottom of the RH carby float bowl. The loose debris migrated aft in the bowl creating a high point which prevented the float from fully opening the needle and seat and at full power, the fuel demand for the RH cylinders exceeded supply until the float bowl ran dry causing the RH cylinders to loose all power. High power engine runs on the ground did not reveal this defect as the debris levelled out enough to allow full flow. After a thorough clean out, the float bowl had pitting corrosion on the bowl bottom surface underneath each float. It is suggested that the ethanol sitting in the float bowl or perhaps an ethanol / water mix, over time may have caused this corrosion. Owner intends to buy fuel from a supplier that has higher quality control and will check the float bowls regularly for debris and corrosion. RAAus Recommendations: RAAus recommends that all aircraft operators utilise appropriate methods and processes to ensure the quality of the fuel utilised in their aircraft operations. A number of recent instances have highlighted that fuel purchased from service stations has contained amounts of contamination in the fuel such as water. RAAus recommends appropriate fuel sampling and monitoring of all fuel bowls and carburettor bowls for aircraft utilising MOGAS. Members are also reminded to refer to the maintenance manual and operational procedures of their aircraft to confirm fuel types allowed for operation.
8/4/2016	OCC0618	Bundook Manning Valley	NSW	FPNA U.S. Valor	Aeroprakt A22 LSA	Rotax	912ULS	Pilot left YCNK 1530 tracking north to YPMQ via Gloucester in VFR corridor. Weather conditions becam...
Pilot left YCNK 1530 tracking north to YPMQ via Gloucester in VFR corridor. Weather conditions became worse with low cloud approaching Bundook,with no chance to continue further North. Pilot made the decision to turn back to Gloucester however by this time conditions were far worse with the aircraft being totally socked in however pilot had the ground and hills visual. Pilot made the decision to land in one of three paddocks and conducted a precautionary landing with no further event. OUTCOME: Pilot has agreed to remedial training elements in Human Factors and interpretation and understanding of Meteorology in regard to flight planning with local senior instructor.
3/4/2016	OCC0617	Toowoomba	QLD	Aeroprakt	Vixxen	Rotax	91ULS	On approach to destination, after a planned flight time of 42 minutes, the pilot had noticed the SE ...
On approach to destination, after a planned flight time of 42 minutes, the pilot had noticed the SE winds had increased in strength as they flew further west (especially across the escapement approximately 3 nm east of the airfield). Pilot chose to land on 1-1 which was the recommended arrival runway. The crosswind was at about 2 o’clock relative to aircraft track on final, fairly strong and gusting (approx 12-15 knots). The actual approach was bumpy, but otherwise normal and within pilots ability. Pilot lined up on the centre-line at 55 knots on late final, one stage of flap. The main landing gear touched approximately 50 metres beyond the threshold however the nose was still well off the ground. At this point pilot recalled being on an uphill gradient well below the crest of the runway at Toowoomba. The aircraft lifted up by the right wing, was pushed to the left and was briefly flying again. Pilot overcompensated when turning to the right and the aircraft landed giving the nose-wheel a solid thump. Aircraft did not bounce or skid after the nose-wheel made contact with the runway. Pilot regained control of the aircraft and was able to quickly bring it to a halt pointing into the wind with the aircraft just on the grass on the right of the runway. OUTCOME: Runway-Loss of Control (R-LOC) event. Contributing environmental and type configuration factors were also identified. An effective self evaluation and further mentoring with Operations has assisted this pilot to understand and prevent further occurrences.
3/4/2016	OCC0655	Arundel	QLD	Zenith Aircraft	Zodiac Ch 601 Hd	Rotax	912S	The pilot had commenced take-off run. The aircraft lifted its tail at 45 kts and at approximately 55...
The pilot had commenced take-off run. The aircraft lifted its tail at 45 kts and at approximately 55 kts the aircraft changed direction abruptly and ran off the runway onto rough ground where the right main wheel structure collapse. The pilot and passenger where able alight easily from the aircraft with nil injuries. OUTCOME: Pilot advised that there was a cross-wind from the left and the rotation to the left was sudden and unrecoverable. Pilot has undertaken his own remedial training with an RAAus instructor and the aircraft has been fully inspected and is awaiting parts for completion of repairs.
1/4/2016	OCC0613	Bendigo Airport	VIC	Cheetah	TBA	Jabiru	2200	Pilot was completing some high speed taxi runs on RWY35 to ascertain how the aircraft handled after ...
Pilot was completing some high speed taxi runs on RWY35 to ascertain how the aircraft handled after it had been refurbished. The aircraft was tracking straight with good rudder control at approximately 45 kt when the pilot gave a slight elevator back pressure with the intention of lifting the nose wheel just off the ground. To the surprise of the pilot the aircraft took flight. Pilot immediately closed the throttle however put the aircraft back onto the runway quite hard. The nose wheel and mains then collapsed and skidded 20 m off to the right of the runway. OUTCOME: RAAus Operations and Technical departments have reviewed this report with no further action required. RAAus members are advised that prior to test flying aircraft that further guidance and assistance should be sought about test flight procedures if they have no prior or minimal experience. Additionally a risk assessment in relation to owner builder flight testing should be conducted.
27/3/2016	OCC0614	Aldinga Aerodrome	SA	Cubcrafters	CC11-100	Teledyne Continental	0-200A88B	Pilot conducting touch and go. The tail wheel connecting bolt disconnected from the aircraft which l...
Pilot conducting touch and go. The tail wheel connecting bolt disconnected from the aircraft which left the tail wheel left dangling. Pilot had an uneventful wheeler landing carried out. Aircraft has had a new bolt fitted. OUTCOME: This is a high time aircraft utilised in ab-initio pilot training. Due to the nature of tail wheel training, and the environment at that airfield, more than normal operational loading would have been continually applied to this area of the aircraft. Members are reminded to conduct a thorough pre-flight inspection.
27/3/2016	OCC0612	Redcliffe	QLD	Evektor	Sportstar Plus	Rotax	912 ULS	Airspace Infringement: At 2230 radar return code A1200 observed tracking toward the East at A020 pen...
Airspace Infringement: At 2230 radar return code A1200 observed tracking toward the East at A020 penetrating CTA base A015. When called by the Radar controller the aircraft advised their call sign and their intention was tracking to overfly a mates house. The aircraft tracked to the West to leave CTA. The mode C was subsequently verified. No separation issues. OUTCOME: Pilot breached Brisbane CTA via the northern VFR lane whilst manoeuvring to take photographs of his house. Pilots are reminded again to maintain high levels of vigilance and appropriate separation from known CTA to avoid unplanned incursions. Any recreational activity including photography should take the lowest priority in these circumstances and best conducted for private purposes with a friend or other command pilot so situational awareness is not compromised.