At about 1717 Eastern Standard Time on 27 August 2007, a student pilot and an instructor in a Cessna Aircraft Company C172 (172), registered VH-TIX, were operating in the circuit area as the crew of a Boeing Company B737-838 (737), registered VH- VYC, was conducting a runway 01 instrument landing system (ILS) approach at Townsville Airport, Qld. The pilot of the 172 was cleared for take-off and to make a right circuit on runway 07 from a position about 700 m along the runway. The 737 was about 1.2 NM from the runway 01 threshold and descending through 400 ft at that time.

The 737 landed on runway 01 and, as it crossed the extended centreline of runway 07, the pilot observed the 172 to pass in close proximity. Radar data and pilot estimates indicated that the 172 passed about 150 m behind the 737 at an altitude of about 100 ft. There was no separation assurance.

As a result of this incident, the local procedures at Townsville were amended to require the application of the Manual of Air Traffic Services (MATS) 4.8.9 Take-off Behind Landing or Departing Aircraft on Intersecting Runways separation standard between aircraft departing runway 07 and aircraft landing or departing runway 01/19 at Townsville. In addition, the Royal Australian Air Force (RAAF) implemented an audit project to examine the compliance of Australian Defence Force (ADF) air traffic services, instructions and procedures with civil requirements.

On 27 August 2007, a Piper PA-31P Navajo aircraft, registered VH-SGA, with a pilot and a survey equipment operator on board, was being operated on an aerial survey 21 NM west of Mildura, NSW. At 5,000 ft altitude and operating under the visual flight rules, the pilot noticed an electrical burning smell, which was confirmed by the survey equipment operator.

The pilot, although affected by the fumes, was able to conduct a successful landing at Mildura aerodrome and reported to Air Traffic Services when safely on the ground. The aircraft was examined by a Licensed Aircraft Maintenance Engineer at Mildura. The right engine alternator 'inoperative' sensor was replaced.

As a result of this occurrence, the aircraft operator initiated safety actions to prevent a recurrence.

Preliminary report released 11 October 2007

The aircraft was reported missing and was subsequently discovered to have collided with terrain.

Preliminary report released 11 October 2007

On 11 August 2007, a Boeing 737-476 aircraft, registered VH-TJE, was being operated on a scheduled passenger service between Perth, WA to Sydney, NSW. The flight crew consisted of a pilot in command, who was the pilot flying, and a copilot. The aircraft took off from Perth at 0544 Western Standard Time. About 2 hours 40 minutes later, the master caution light illuminated associated with low output pressure of the aircraft's main tank fuel pumps. The pilot in command observed that the centre tank fuel pump switches on the forward overhead panel were selected to the OFF position and he immediately selected them to the ON position.

The main fuel tanks were low on fuel and the investigation estimated that there was about 100 kg in each of the main tanks. The centre fuel tank contained about 4,700 kg of fuel when the master caution occurred. The flight continued on the flight planned route and landed at Sydney 51 minutes after the initial illumination of the master caution light.

At approximately 1405 Eastern Standard Time on 15 August 2007, an Airbus Industrie A330-300 aircraft, registered PK-GPF, was about 926 km north-west of Sydney, NSW enroute to Denpasar, Indonesia when the right (No-2) engine low oil pressure warning activated. The flight crew shut down the engine and commenced a descent to flight level 240 while they advised air traffic control (ATC) of the event and requested a clearance to return to Sydney. Air traffic control cleared the crew to descend and to track directly to Sydney.

After landing, the operator's contracted maintenance staff inspected the No-2 engine, a Rolls-Royce RB211-Trent 700 series. They found that oil was leaking from the braided section of the flexible oil pressure tube that supplied oil to the oil pressure transmitter for that engine.

The Australian Transport Safety Bureau (ATSB) inspected the oil pressure tube in conjunction with the UK Air Accidents Investigation Branch and the engine manufacturer. That inspection revealed that the tube had fractured, probably due to high cycle fatigue in a stress concentration area.

The aircraft operator has since commenced a modification program on all of its Airbus A330 aircraft to fit an additional retainer bracket and associated hardware to the flexible oil pressure transmitter tube in an effort to prevent similar occurrences.

On 13 August 2007, a Boeing 737-700 aircraft, registered VH-VBR, was operating on a scheduled flight from Brisbane to Hamilton Island, Qld. On reaching cruise altitude, the flight crew became aware of a fuel imbalance situation due to fuel loss from the number 2 (right) engine. At 1311 Eastern Standard Time and approximately 148 km SE of Rockhampton, Qld, the crew conducted an in-flight shut down of the right engine. The aircraft was subsequently diverted to Rockhampton where a single-engine approach and landing was completed without further incident.

Examination identified the leak as being from the main fuel return pipe where it connected into the oil/fuel heat exchanger. The pipe connection was of flanged plate design, held in position by four bolts tightened into threaded inserts on the oil/fuel heat exchanger body. The threaded inserts had failed, pulling free of the heat exchanger body.

The investigation found that the failure of the inserts was the result of over tightening that had occurred during previous maintenance. The oil/fuel heat exchanger was subject to two different modification states, each requiring different fuel return pipe bolt torque values.

As a result of this occurrence, the aircraft operator notified the subsequent maintenance provider of the incident and received assurance that their process, procedures and oversight were adequate to prevent a recurrence.

On 5 August 2007 at 1407 Eastern Standard Time, a Saab Aircraft AB 340B, registered VH-RXX, was being operated on a scheduled passenger service from Sydney to Albury, NSW. It was the aircraft's first flight of the day and the first flight after a routine compressor wash carried out on the engines.

An odour, which had been apparent inside the aircraft during the preflight procedure and taxi, and which was described as 'similar to curry', became much stronger from just before rotation until about two minutes after take-off. Believing the fumes were caused by compressor wash fluid and would dissipate, the flight crew elected to continue the flight.

The manufacturer of the compressor wash fluid confirmed that, when heated, it would produce an odour similar to curry.

The operator reported that their compressor wash procedure had been followed and was unable to explain the subsequent ingress of fumes to the cockpit and cabin of the aircraft.

On 7 August 2007, a British Aerospace (BAe) 146 aircraft, registered VH-NJT, was holding at the Instrument Flight Reporting point, ROTAP, 95 NM (176 km) north-east of Perth, WA. At 0950 Western Standard Time, the left side inner 'Feed Tank Low Level' warning light illuminated, followed almost immediately by the right side inner 'Feed Tank Low Level' warning light.

A PAN PAN radio broadcast was made to Air Traffic Services (ATS) and the aircraft landed at Perth 26 minutes later without further incident. The crew reported that, after landing, a total of 1,920 kgs of fuel remained on board.

Maintenance inspections carried out by the operator found no faults with the aircraft fuel system. The operator advised that 2 days later, a fault was reported in the left side inner boost fuel pump. The pump was replaced, and no further faults have been reported with the aircraft fuel system.

Preliminary report released 12 October 2007

On 31 July 2007, a Rockwell Commander 500S, with a pilot and passenger on board, was making a night, instrument flight rules, business flight from Essendon Airport, Vic. to Shepparton. While cruising at 7,000 ft and approximately 25 NM (46 km) north-north-east of Essendon, the aircraft disappeared from radar. Attempts by the controller to contact the pilot were unsuccessful. Later that night the aircraft wreckage was found in timbered ranges near the last radar position. There were no survivors.

Wreckage was distributed over a considerable area and the outer wing sections and the tail had separated in flight. Subsequent wreckage reconstruction and examination of the fracture surfaces found no evidence of contributory fatigue cracking, pre-existing defects or structural corrosion.

At the time of the occurrence there was a north to north-westerly wind of 40 kts or greater in the area. The Bureau of Meteorology had issued two concurrent SIGMET warnings for the period of the flight. The first warned of severe mechanical turbulence over and south of the ranges, and the second warned of occasional severe mountain wave turbulence.

The Preliminary report contains factual information that has been obtained for the investigation to date and describes the focus of further investigations.

On 22 July 2007, the crew of a Bell 412 helicopter was conducting a night approach as part of a search for the source of transmissions from an emergency locator beacon. During the approach to a landing site, the pilot of the helicopter lost situational awareness and allowed the forward speed of the helicopter to decrease to zero. The helicopter developed a high rate of descent and, during an attempt to arrest the rate of descent, the helicopter was subjected to an over-torque condition. The Australian Transport Safety Bureau did not conduct an onsite investigation into the occurrence. However, the operator's internal investigation identified a number of safety issues. Following the investigation, the operator took safety actions to address the identified issues.