Occurrences

Date	Occurrence #	Location	State	Aircraft	Model	Engine	Model	Summary
29/5/2018	OCC1410	Moorabbin Airport	VIC	Aeroprakt	A22LS Foxbat	Rotax	912 ULS	As the aircraft was approaching holding point B3 for RWY 31L, the instructor noticed the student was...
As the aircraft was approaching holding point B3 for RWY 31L, the instructor noticed the student wasn't slowing down enough to come to a stop before the holding point. The instructor looked at the brake application and the student was applying full brakes. The instructor also applied the brakes and it did not seem to work (no pressure was being felt) and they slowly crossed the holding point by 1.5 meters and came to a stop. There was no traffic on final nor on the RWY. OUTCOME: The RAAus Technical team have reviewed this incident report and determined that no further action is required at this point in time.
29/5/2018	OCC1409	NE Canberra	NSW	Pipistrel	Alpha Trainer	Rotax	912UL	Whilst on a Solo Navex, and tracking from Wollongong to Cootamundra, the student became concerned wi...
Whilst on a Solo Navex, and tracking from Wollongong to Cootamundra, the student became concerned with a lowering cloud base and elected to turn around just short of Cootamundra and return direct to Wollongong. The student miscalculated the reciprocal heading resulting in their return track being nearly forty-five degrees to the right of the correct track. Soon after beginning the return leg, the track brought them close to the high ground North West of Canberra and they began to experience strong turbulence. The distraction of the turbulence and low cloud base resulted in not realising the track error for about fifteen minutes. Now uncertain of their position, struggling with the turbulence and aware of high terrain in the vicinity they contacted Melbourne Centre for assistance. Melbourne Centre identified the position to the South East of Canberra and gave a heading for Goulburn where they landed without incident. The student contacted their instructor in Wollongong to brief them on the situation and ask for an update on the weather conditions between Goulburn and Wollongong. The student then elected to refuel and continue to Wollongong. DETERMINED OUTCOME: While on a solo navigation training flight the student became concerned about lowering cloud base and elected to return to the departure aerodrome. Due to an error in calculating the reciprocal heading the student became disorientated and contacted Melbourne Centre for assistance. The student was able to regain their position and landed safely at another aerodrome. The student will complete additional retraining to prevent a recurrence, however is to be commended for requesting assistance when unsure of his position.
25/5/2018	OCC1406	Bathurst Airport	NSW	BRM Aero	NG5 Bristell	Rotax	912 ULS3	After conducting multiple dual CCTs the Senior Instructor authorized the student to conduct solo CCT...
After conducting multiple dual CCTs the Senior Instructor authorized the student to conduct solo CCTs on RWY35. After the third touch and go the student appeared to momentarily lose control of the aircraft during the take-off roll resulting in an excursion from the RWY. The aircraft rolled clear of the gable markers and came to a stop on the western side of RWY35. The Senior instructor that was supervising the student advised them by radio to remain clear of the active RWY, shut the engine down and vacate the aircraft. The aircraft was undamaged and the student was unharmed. During the debrief the student commented that they had inadvertently applied pressure to the right toe brake during the take-off roll, as a result they over compensated with left rudder input. OUTCOME: This incident has been resolved locally by the CFI. No further action required by RAAUs.
25/5/2018	OCC1435	Bankstown Airport	NSW	Aeroprakt	A22LS Foxbat	Rotax	912 ULS	Whilst practicing simulating engine failure with the student on upwind using RWY 11R at approximatel...
Whilst practicing simulating engine failure with the student on upwind using RWY 11R at approximately 600ft on upwind and after they had approval from ATC. The student pointed the aircraft to the left towards the racing course instead of picking a reference point ahead or 30 degrees on each side. ATC instructed the aircraft to turn right and the Instructor took over the controls turned back onto cross wind and climbed immediately. OUTCOME: Ops have reviewed this report and determined that the actions of the Instructor were appropriate.
22/5/2018	OCC1408	Latrobe Valley	VIC	Jabiru	SP500	Jabiru	3300	During a practice forced landing the student flared high. As the aircraft was slowing down the stude...
During a practice forced landing the student flared high. As the aircraft was slowing down the student pushed the control column full forward and the aircraft was too low to recover from the ensuing high descent rate. The nose wheel and prop struck the ground. OUTCOME: The local CFI has conducted any required remedial training with the student. No further action required by RAAus.
19/5/2018	OCC1398	Echuca Aerodrome	VIC	Jabiru	J160C	Jabiru	2200	5 touch and go landings had been completed without incident whilst conducting circuits. They were go...
5 touch and go landings had been completed without incident whilst conducting circuits. They were good landings and the aircraft was operating normally. On the 6th touch and go the rudder failed during a touch and go take-off. The pilot elected to continue with the take off as they believed that full power torque rolling effect and slight cross wind was not conducive to a safe take-off abort. Once off the ground it was very clear that no rudder control was available. The aircraft continued to crab as it climbed and gained height to 2,500ft. Aileron was used to keep heading which felt uncomfortable and unbalanced. Further testing on controls indicated that the rudder was not responding and that the nose wheel spat had no effect on turning. The pilot commenced a landing with a wide circuit, soft control inputs and a long final approach with a short field landing. The landing was uneventful. The aircraft touched down with minimal airspeed. On touch down the nose wheel gave steering authority and the pilot was able to keep it on the RWY. Outcome: This issue has been referred to CASA Airworthiness and Engineering Branch.
19/5/2018	OCC1403	Redcliffe Aerodrome	QLD	Tecnam	Sierra	Rotax	912 ULS	The pilot started the engine at about one half inch throttle setting. This is higher than the standa...
The pilot started the engine at about one half inch throttle setting. This is higher than the standard idle start. The pilot believed the park brake had been set. The aircraft began to taxi forward, increasing in speed. The brakes either had failed already or failed when the pilot attempted to brake, possibly quite abruptly. The aircraft continued to taxi without arrest while the pilot attempted to shut down the engine and had to take evasive action to avoid another taxiing aircraft. The aircraft rolled to a stop to the side of the taxiway, out of the way. Here it was confirmed there was no pressure on the brakes. Further inspection afterwards revealed that the brake hose (located under the pilot seat) had popped out. The event lasted roughly 15 seconds. This type of brake set up has been replaced with a braided line and screw on fittings. Tecnam also offer this as an upgrade kit to all of their earlier models. The agent confirms that this wasn't a common issue and no other issues have been raised with the new modification.
19/5/2018	OCC1609	Rylstone Airpark	NSW	SportCruiser	SportCruiser	Rotax	912S ULS	When arriving from YWOL to attend the Rylstone fly-in, there were multiple aircraft reporting joinin...
When arriving from YWOL to attend the Rylstone fly-in, there were multiple aircraft reporting joining from various positions. The pilot of the SportCruiser extended their downwind leg to remain behind the preceding aircraft which was on final. The pilot called number two to aircraft on final and made their base call and then final call. Two or more aircraft where joining a long downwind behind the SportCruiser. After turning final and established on their approach a Cessna turned final slightly in front and directly above the SportCruiser and within 100ft or less. Result two aircraft on final, one above the other. The pilot of the SportCruiser continued their approach and called the offending aircraft notifying the pilot of the conflict and requesting they go around which they did complied. The SportCruiser landed and vacated the RWY ops normal. OUTCOME: Pilot was interviewed by RAAus investigator and circuit separation strategies were discussed as well as regulatory references for circuit operations at non-controlled aerodromes. The pilot was advised that directing other aircraft via VHF operations is contrary to regulation and as the identity of the other aircraft could not be confirmed, no further action was possible. A recent Sport Pilot Article Managing circuit separation at non controlled aerodromes was referred to the pilot for further review. (Pilot Talk Jan 2019) https://members.raa.asn.au/storage/sportpilot-jan19.pdf
18/5/2018	OCC1404	Jandakot Airport	WA	Zodiac	CH 601 XL	Jabiru	3300A	After take off and after turning onto downwind the engine RPM dropped. The aircraft returned to YPJT...
After take off and after turning onto downwind the engine RPM dropped. The aircraft returned to YPJT and landed without incident. Investigation revealed a change to the air intake routing may have resulted in RPM drop and the installation has been returned to original configuration with no repeat of the RPM issue
15/5/2018	OCC1399	Archerfield	QLD	Sling	2	Rotax	912 IS	ATC reported finding an aircraft spat on the piano keys of runway 28R, which had come adrift from my...
ATC reported finding an aircraft spat on the piano keys of runway 28R, which had come adrift from my aircraft on landing. The pilot was unaware of the incident until notified by ATC. On inspection the right spat had received minor, but repairable, damage. The wheel and tyre were inspected and found to be in excellent and undamaged condition. The spat retaining bolt was still in situ having pulled through the fibreglass of the spat. The spats had been replaced about 50 hours previously and it is possible that it had been over tightened the retaining bolt. The left spat was also removed and inspected and found to be intact. Outcome: This is an isolated incident that requires no further action by RAAus.
15/5/2018	OCC1402	Mackay	QLD	Pipistrel	Virus SW	Rotax	912IS	Airspace infringement: ATC advised they had observed an aircraft traveling in an air safari cutting ...
Airspace infringement: ATC advised they had observed an aircraft traveling in an air safari cutting into the corner of the 3500 step and then continued climb to 4500. The pilot was distracted by gliding tape becoming dislodged from the joints on the aircraft and did not confirm geographical features to ensure he was not cutting the corner of the step. In future he will confirm the location of airspace boundaries with known features from the chart. DETERMINED OUTCOME: OPS investigated and determined that the pilot could have been over reliant with an EFB. The pilot has been reminded of the requirements of using an EFB. No further action required.
14/5/2018	OCC1401	Launceston Airport	TAS	Jabiru	J160	Jabiru	2200B	Runway incursion: The aircraft landed without a clearance. OUTCOME: The degradation of task managem...
Runway incursion: The aircraft landed without a clearance. OUTCOME: The degradation of task management occurred. In this case active listening and compliance with airways clearance whilst performing instructional functions. The division of attention between management of the aircraft, communications and other non-technical tasks and the delivery of instructional must be constantly assessed and managed by instructors and situational awareness must be maintained at all times, particularly whilst operating in controlled environments.
13/5/2018	OCC1407	Sunshine CoastTower	QLD	Jabiru	J 230	Jabiru	3300	The pilot requested a transit clearance through Sunshine Tower to transit D airspace as a result of ...
The pilot requested a transit clearance through Sunshine Tower to transit D airspace as a result of adverse weather. The pilot misread the VTC and commenced descent to YCDR at the 40 DME Brisbane boundary instead of the 8 DME Sunshine Coast boundary, therefore the descent commenced approx. 2DME prior to the 8 DME Sunshine Coast boundary. DETERMINED OUTCOME: Pilots are reminded that if they are not appropriately qualified to access controlled airspace, if an in-flight emergency is experienced or they encounter weather which is not forecast, they should declare an emergency with ATC on area frequency using the phrase PAN, PAN or MAYDAY as appropriate. Assistance will be provided which may result in them being granted access to CTA.
10/5/2018	OCC1393	White Gum Air Park	WA	Micro Aviation	Bathawk LSA	Camit	3300 SLRE	On late finals at approximately 50ft the aircraft experienced wind shear and the sink rate increased...
On late finals at approximately 50ft the aircraft experienced wind shear and the sink rate increased. Power was added however the engine bogged down delivering insufficient power to arrest the rapid descent resulting in a heavy landing. Determined Outcome: While training at a private strip in gusty conditions, the student did not respond quickly enough to sink as a result of wind gradient and mechanical turbulence, resulting in a heavy landing. The Instructor acknowledged he allowed the student to go too far, expecting a response, while the engine did not provide adequate power to overcome the increased sink rate. Members are reminded Runway- Loss of Control while in the approach or take off phase is a significant factor in accidents involving RAAus members. Check this link for a video created by RAAus to assist pilots to recognise and manage Runway - Loss of Control accidents https://www.youtube.com/watch?v=Vg_Ix4UPJ3c
9/5/2018	OCC1395	Sunbury Airfield	VIC	Austflight ULA	Drifter A-582	Rotax	582	A Drifter and a Cessna 182 experienced a loss of separation assurance. After take-off the pilot of t...
A Drifter and a Cessna 182 experienced a loss of separation assurance. After take-off the pilot of the Drifter noticed the Cessna passing 150m to the right and about 100ft higher when it was at 1800ft. Outcome: It is important that reporters note down the callsign of other aircraft when involved in an incident. In this instance without a callsign to identify the aircraft/pilot RAAus cannot do anything further.