Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
29/6/2016	OCC0883	Orange	NSW	Aeropakt	AP22 Foxbat	Rotax	912 ULS	A student was on a solo flight within the circuit. The instructor was maintaining a listening watch ...
A student was on a solo flight within the circuit. The instructor was maintaining a listening watch on the radio and had not heard any calls from inbound aircraft nor an aircraft on approach. As such the circuit check had continued on without any knowledge of the second aircraft having to manoeuvre to avoid separation. OUTCOME: According to the ATSB report there was radio congestion, as such a call from the inbound aircraft may have been missed during a period of high radio congestion whilst the instructor was supervising the student on their solo check. It is recommended that pilots keep a high level of vigilance during initial turn onto base and final.
28/6/2016	OCC0702	Barwon Heads Airport	VIC	Sirius	TL-3000 Sirius	Rotax	912 ULS	After landing on RWY 22 (a grass strip, with medium length grass) the pilot exited the RWY however d...
After landing on RWY 22 (a grass strip, with medium length grass) the pilot exited the RWY however didn’t see a shallow drain and subsequently hit the propeller (prop strike). The engine was at idle and the pilot was surprised by the very lightweight construction of blades. Long grass contributed to the event (unable to see the drain). OUTCOME: Taxiing incident - no further action required.
27/6/2016	OCC0692	TBA	NSW	Jabiru	J230-D	Jabiru	3300A	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Maintainer has advised owner that the engine is defec...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Maintainer has advised owner that the engine is defective and considered no longer airworthy. The engine has previously over heated and maintenance has not been able to assist in the issues. The engine has a total time of 250 hours. Engine heads are warped and loosening therefore needing adjusting every 25 hours. Owner has requested assistance from RAAus. OUTCOME: Owner advised that another maintainer has reviewed the engine and identified that the defect related to an engine cooling issue. Aircraft defect has been rectified with a manufacturer modification.
27/6/2016	OCC0698	Unknown	NSW	Jabiru	J230-D	Jabiru	3300A	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The aircraft owners’ mechanic has determined that the...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: The aircraft owners’ mechanic has determined that the engine may no longer be airworthy. The engine had a history of overheating, now the heads are warped and loosening therefore needing adjusting every 25 hours. OUTCOME: Technical Manager reviewed the report and spoke with current maintainer. Maintainer stated that the engine was originally LAME maintained however during that time the LAME did not address issues with the head. The new maintainer conducted an inspection and decided that the engine should be removed prior to failure - a loan engine (Jabiru 3300A) has been fitted. The maintainer has indicated that the engine appears to have been previously run hot which may be have been due to the operator flying the aircraft with a lean mixture. To date nil defects evident since the engine replacement.
25/6/2016	OCC0687	Mildura Airport	VIC	Morgan	Cheetah	Jabiru	2.2	Nose wheel collapsed after landing however not due to a hard landing. Whilst on roll through the wel...
Nose wheel collapsed after landing however not due to a hard landing. Whilst on roll through the weld has given way on the nose wheel assembly. OUTCOME: This is a 19 registered amateur build aircraft. This aircraft type has a history of failure in the nose wheel design and material in which the manufacturer has addressed previously and offered upgradable parts.
25/6/2016	OCC0688	Caboolture	QLD	Tecnam	P2002 Sierra	Rotax	912ULS	Aircraft departed Caboolture to the West climbing through 3000 for 4500 ft when a burning smell was ...
Aircraft departed Caboolture to the West climbing through 3000 for 4500 ft when a burning smell was detected and then smoke in the cockpit (which appeared to be coming from beneath the seats). The pilot immediately turned back to Caboolture and the smoke started to dissipate (all happening within 60-90 seconds). The pilot continued back from the West declaring an emergency on the CTAF, as an aircraft was on takeoff roll from RWY30 and the pilot wanted to join long downwind for RWY30 to land as soon as possible. The pilot requested that the aircraft extend his takeoff on the RWY30 centre until the aircraft was past on the downwind leg (which they did). By the time the aircraft entered the downwind leg the smoke had completely dissipated and landed without incident. OUTCOME: Inspection of the aircraft found that the strobe light fuse had blown which led to the Strobe Controller Box, situated under the pilot's left-hand seat. Inspection of the grill over the cooling fan found black marks and smelt of burning. A new fuse was inserted, ignition key turned on and strobe switch turned on. The fan in Strobe Controller Box started humming and smoke started to exit from the cooling fan grill, confirming where the smoke came from. The fuse was disconnected and maintainer removed the Strobe Controller Box.
22/6/2016	OCC0691	Latrobe Valley	VIC	Tecnam	P92 Eaglet	Rotax	912ULS	Flat tyre upon landing. The pilot allowed the aircraft to roll to a stop just off the runway. OUTC...
Flat tyre upon landing. The pilot allowed the aircraft to roll to a stop just off the runway. OUTCOME:The tyre was re-inflated to allow the aircraft to taxi to the apron. The tyre became deflated shortly after parking on apron.
17/6/2016	OCC0679	Welcome Creek	QLD	Austflight ULA	Drifter A-503	Rotax	503 DCDI	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Cracked bracket on starboard, outer, forward brace br...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Cracked bracket on starboard, outer, forward brace bracket. Further investigation being conducted. OUTCOME: Technical Manager spoke with the owner of this aircraft who has identified this crack in the associated part during the dismantling stage. For reference the crack that was identified was on the negative G side of the bracket. The bracket would have failed only if a catastrophic, unrecoverable manoeuvre was performed on the aircraft and from discussion with the owner it appears that this very small crack may have been there for an extended period of time. This aircraft is being rebuilt from the ground up. The crack that was found, in the corresponding parts, are no longer available and the RAAus Technical Manager has recommended that the MARAP process would assist in replacing these parts.
17/6/2016	OCC0690	Torquay	VIC	Eastwood Aircraft	Tyro	Rotax	337	OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Two Aircraft Data Sheets (ADS) have been provided wit...
OCCURRENCE DETAILS SUBMITTED TO RAAUS: DEFECT: Two Aircraft Data Sheets (ADS) have been provided with the aircraft (one dated 1998 and the other dated 2016) showing different MTOWs. Reporter has stated that there are no details whatsoever which show how the approximate payload came to be different and requested RAAus investigate the appropriate MTOW for this aircraft type. The Eastwood aircraft Tyro is an amateur built aircraft (as are all 95.10 aircraft) and as such there is no design standard. In the case of amateur built aircraft, so long as the weight increase is within the limits of the applicable regulations (300 kg for 95.10), all that is required is a declaration from the builder confirming the new MTOW. The aircraft owner is the sole party responsible for the airworthiness of an aircraft registered with RAAus. Should there be any concerns regarding the airworthiness of an RAAus registered aircraft the responsibility lies with the owner to ensure the aircraft is fit for flight.
17/6/2016	OCC0686	Noosa Heads	QLD	Sling	2	Rotax	912ULS	Airspace Infringement. Aircraft entered controlled airspace due to encountering moderate turbulence....
Airspace Infringement. Aircraft entered controlled airspace due to encountering moderate turbulence. The pilot wanted to climb as soon a possible as their passenger was not used to the turbulence however they mistimed the climb and ended up in controlled airspace. OUTCOME: Pilot failed to apply appropriate planning and visual identification of ground references in regards to situational awareness in CTR operations. Planning, visual fixing and situational awareness were reviewed with the pilot by Operations.
14/6/2016	OCC0684	Maryborough/Bendigo	VIC	Jodel	D-9	VW	1600	Owner purchased aeroplane fitted with a VW engine which had been hangared for 7 years without any fl...
Owner purchased aeroplane fitted with a VW engine which had been hangared for 7 years without any flying. The aeroplane was serviced to flying condition by a L2. The owner/pilot collected the aeroplane at Lethbridge with conditions of 9 degrees Celsius and wind 16.5kts. After a half hour flight the engine ran very rough and visible ported black exhaust. Carburettor heating was applied for 30 seconds however had no effect so the pilot discounted carby ice and diverted to Maryborough where the aeroplane was hangared overnight by the resident LAME. The next morning (on inspection) it appeared that the air filter had begun to disintegrate and the LAME disassembled and cleaned the carburettor. Pilot was confident that the air filter had caused the problem. After a test flight overhead the field, which did not disclose any problem, the pilot departed for Echuca. About 30 minutes into the flight the same problem appeared once again. The pilot immediately commenced a climb at full power and the problem disappeared. Next morning, overhead Echuca, the pilot conducted a test and conclusively found that the problem was carby ice. On the application of carby heat it took 2 1/2 to 3 minutes to clear the ice. After this the pilot departed for Narrandera and successfully managed the ice enroute, carefully monitoring a small manifold pressure gauge, with no further problems. OUTCOME: Reporter is an experience pilot and CFI. The carby icing issues were identified and rectified with the aid of a LAME/L2. Members are advised that additional care should be taken when purchasing aircraft, or transporting aircraft, without having a known history of maintenance and operation of the aircraft.
12/6/2016	OCC0683	NE pastoral property private strip	SA	Canadian Light Aircraft Sales & Services	Bush Caddy - R80	Subaru	EA81	On climb-out a sharp (but not severe) vibration, not previously experienced, was felt. All engine op...
On climb-out a sharp (but not severe) vibration, not previously experienced, was felt. All engine operating conditions were normal. A close-in low level circuit was completed and an uneventful landing performed. By this time the vibration had increased in frequency. OUTCOME: Investigation revealed cut damage to the front edge of the reduction drive belt, an adjacent area of the belt bulged outwards as if an object had been caught between the belt and the sprocket, and several teeth stripped from the drive belt. A subsequent tear-down of the re-drive unit also revealed minor damage to a sprocket tooth at the edge which corresponded to the cut edge of the belt. It is surmised that, during the take-off run, a sharp stone was lifted from the gravel runway surface by the propeller and lodged in the reduction drive. Despite frequent past use of gravel strips this had not been previously experienced with this aircraft.
12/6/2016	OCC0700	Sunbury	VIC	Flight Design	CTLS	Rotax	912 ULS	An aircraft with no altitude squawk was observed to enter the ML CTR from the West. Numerous calls w...
An aircraft with no altitude squawk was observed to enter the ML CTR from the West. Numerous calls were made however unable to raise the pilot over comms. The aircraft conducted random orbits and appeared lost. Departures from ML RWY 27 were suspended with ANZ124 delayed for approximately 10 minutes and eventually departing on a visual right turn east of Sunbury Township. A phone call to the Melton aerodrome operator eventually resulted in the aircraft contacting ML CENTRE 135.7. The pilot was provided with help to find Melton aerodrome for a landing and was asked to call the shift manager when on the ground. The pilot confirmed that he was lost and was surprised to hear of the disruption that he had caused. OUTCOME: Pilot did not maintain appropriate level of visual awareness of their position (relative to planned track) and did not apply standard dead-reckoning or lost procedures when he became unsure of his position. Contributing factors were due to the pilot incorrectly programming YMEL way-point into GPS and called a GA examiner for assistance to identify ALA and nearby feature which was misinterpreted by both parties. The pilot was requested to undertake a flight review in relation to navigation planning and in-flight management with an RAAus Pilot Examiner which was successful.
11/6/2016	OCC0711	Sth Kingscliff	NSW	Aerochute	Hummerchute	Rotax	582	During flight the engine stuttered after applying power to climb potentially due to a fuel line bloc...
During flight the engine stuttered after applying power to climb potentially due to a fuel line blockage. The pilot decided to land after choosing a suitable site. The engine stopped at approximately 100-150ft. While descending under canopy however faster than if under power, the aircraft clipped some tree branches approximately 5m short of the intended landing site. The result was no final flare of the canopy causing disruption to normal landing procedures and a very hard right side first touchdown.
10/6/2016	OCC0674	Near Gawler	SA	Tecnam	P2002 Sierra	Rotax	912 ULS	Airspace Infringement: The pilot was flying from Port Augusta (YPAG) to Gawler (YGAW), via Clare Val...
Airspace Infringement: The pilot was flying from Port Augusta (YPAG) to Gawler (YGAW), via Clare Valley (YCVA), navigating from charts. When the pilot arrived at YCVA they noted that their next sector was possibly not VMC so decided to divert into clearer conditions. The pilot was aware that R234 was active, and planned to stay clear by staying to the East of Kapunda before turning right to Gawler. The pilot was not familiar with this region (first time there) and made some incorrect visual references that caused them to think they were clear of R234, however they were not certain of their exact position. The aircraft altitude was around 2400-2500'. While trying to determine a clear position fix another pilot called up on 126.55 and advised that ADEL CENT was trying to contact the pilot. The pilot then noticed that they had been monitoring 118.95 instead of 130.45. The pilot immediately changed to 130.45 and contacted ADEL CENT who requested that they Sqwark ID. ADEL CENT confirmed positive ID and advised that the pilot had been in restricted airspace and needed to be below 1500'. The pilot then descended to below 1500' and turned East. After a short time the pilot regained a positive fix on their actual position and landed at Gawler. The following day the pilot departed Gawler to the East and commenced a climb to their planned altitude of 3500'. At the time of planning their flight the pilot was aware of the Class C airspace with LL4500. During the climb the pilot noted the cloud base over the Adelaide Hills was quite low. The pilot forgot that they were under Class C airspace and made a decision to continue the climb in an attempt to go over the cloud, rather than under it. At 7500' the pilot noted that the cloud layer was more extensive than they thought, so decided to descend back to the original planned altitude of 3500'. While descending through 6000' the pilot then realised they had been in restricted airspace. The pilot checked their radio and noticed that although they still had 130.45 selected from the previous day they had forgotten to select "monitor" and was in VHF communication on 126.55 only. The pilot steepened their descent rate to clear the airspace faster, and monitored for communication from ADEL CENT. The pilot heard no calls and departed the area under 4500'. At no time did the pilot climb or descend through cloud. OUTCOME: The pilot violated controlled airspace on two consecutive days while flying to an unfamiliar destination. Contributing factors were identified as route unfamiliarity, stress of weather and the pilots inability to effectively manage in flight deviations and diversions due weather in regards to surrounding airspace. The pilot has conducted retraining and assessment with a CFI on navigation planning, with specific regard to in flight diversion and CLEAROFF check procedures.