Preliminary report released 11 September 2007

On 24 July 2007 at 1500 Central Standard Time, a Robinson R22 Beta helicopter, registered VH VHQ, with the pilot the sole occupant, departed from a helipad at Maryfield Station, NT, in order to recommence cattle mustering activities. Visitors to the station, who had recently been given scenic rides in the helicopter, were still in the general area of the helipad at that time.

During the initial climb after take-off, and at a height of about the tops of the surrounding trees, the helicopter's 'low RPM' warning horn activated. During the recovery manoeuvre by the pilot, one of the visitors was struck in the head by the helicopter's main rotor and was fatally injured. The pilot immediately landed the helicopter.

At approximately 1944 Coordinated Universal Time on 23 July 2007, an Airbus Industrie A330- 202 aircraft, registered VH-EBE, was about 4 hours into its flight from Bangkok, Thailand to Melbourne, Australia, when the left (No-1) engine had an uncommanded shutdown.

The flight crew attempted unsuccessfully to restart the engine and subsequently diverted to Denpasar Airport, Indonesia. The operator's maintenance staff inspected the aircraft and performed a series of tests and examinations, which revealed that the engine electronic control unit (ECU) for the No-1 engine had malfunctioned.

The defective ECU was sent to the component manufacturer for a detailed inspection. That inspection found a short circuit in the input output module (IOM) circuit board that developed from a microscopic air void in the insulation compound of the circuit board layers.

As a result of this incident, the aircraft operator replaced the ECUs in a number of aircraft, and the board manufacturer amended its production standards and procedures.

On 29 August 2007, a SAAB Aircraft Company 340B-229 (SAAB) aircraft was being operated on a scheduled passenger service from Adelaide, SA to Mount Gambier. The aircraft departed from runway 05 soon after an Airbus A320-232 (Airbus) aircraft departed from the same runway. When the SAAB reached a height of 250 to 350 ft above ground level (AGL), the flight crew experienced abrupt, severe buffeting and an uncommanded roll to the left, followed by another roll to the right.

As a result of this occurrence, the aircraft operator advised that they reviewed their operating procedures relating to departures behind jet aircraft and will use the ATSB report as part of a safety promotion strategy directed at all company pilots. In addition, The Civil Aviation Safety Authority is reviewing the safety implications of this incident and is considering the development of a safety education program for flight crew and air traffic controllers.

On 25 July 2007, a twin-engine Cessna 441 (Conquest II) aircraft carrying three passengers was being operated on a scheduled passenger flight from Port Augusta to Adelaide, SA. At 1035 Central Standard Time, while cruising at flight level 210, the aircraft's right engine failed suddenly approximately 23 km north of Ardrossan, SA.

When the failed right Garrett TPE331-8 turboprop engine was removed from the aircraft and subsequently disassembled, it was revealed that the compressor bearing at the front end of the engine had catastrophically failed. That bearing provided both axial and lateral support for the turbine section. Once that support was lost, the engine's rotating turbine section shifted forward under the influence of thrust loads, resulting in rotor-to-case contact and rapid engine failure.

The aircraft had been inspected two months prior to the engine failure for a suspected lightning strike, however the inspection did not reveal any obvious electrical damage at that time. Considerable levels of residual magnetism were found within the compressor bearing and other engine components during the ATSB examination. Such levels indicated that direct electrical current (DC) from an aircraft lightning strike had passed through the engine during service. The passage of such currents resulted in undetected electrical damage and led to the eventual failure of the compressor bearing.

A Fokker F27-50 aircraft, registered VH-FKZ, had departed Adelaide Airport, SA, on a scheduled passenger service to Olympic Dam SA. During the initial climb, the cabin crew advised the flight crew that there was smoke haze in the cabin. The flight crew returned the aircraft to Adelaide Airport with no reported injuries.

An examination of the right engine indicated that the number-4 bearing had failed.

On 13 July 2007 at about 1420 Western Standard Time, a Boeing Company 717-200 aircraft, registered VH-NXK, was being operated on a scheduled passenger service from Newman, WA to Perth, WA, when the right engine failed during the climb to cruise. The flight crew disconnected the autopilot, actioned the Engine Fire/Severe Damage checklist, and commenced decent to flight level 140. The flight crew broadcast a PAN to air traffic services and advised the cabin crew and passengers that the aircraft would be returning to Newman Aerodrome. The aircraft landed safely at Newman Aerodrome.

The operator's maintenance organisation carried out an internal inspection of the failed engine and found that all the blades on the high-pressure turbine stage disc had been sheared off.

A subsequent investigation by the engine manufacturer revealed that a high-pressure turbine stage 1 blade had separated from the blade disc below the blade platform due to low-cycle fatigue causing the remaining HPT1 blades to separate from the disc. This led to the subsequent engine in-flight shutdown. This failure was similar to a number of previous engine failures that have occurred since November 2003.

The engine was removed from the aircraft for shipment to the engine manufacturer for investigation and repair. A serviceable engine was fitted, and the aircraft was returned to service.

At the time of the incident the aircraft operator was engaged in replacing all the LIP 3 standard of HPT1 blades in their fleet engines with the new HPT1 blade.

On 14 July 2007, a Boeing 737 NG, registered ZK-PBF, taxied at Sydney Airport on taxiway 'G' to runway 16R for a take-off to Christchurch, New Zealand. The aircraft entered the runway with left engine N1 at 28% RPM and right engine N1 at 20% RPM (idle).

The flight crew commenced the take-off by increasing both engines' thrust and the Take Off / Go Around (TO/GA) button was pressed with the left engine N1 at 41% RPM and the right engine N1 at 24% RPM. As both engines accelerated, asymmetric thrust reduced directional controllability of the aircraft, and it veered off the side of the runway before the crew could bring the aircraft to a halt on the crossing runway 07.

As a result of this occurrence, the aircraft operator has reviewed procedures for initial and recurrent training of flight crews.

Interim Factual report released 20 March 2009

While passing through 400 ft above ground level on final approach, the aircraft drifted left of the runway centreline. The crew decided to go around and on applying power, the aircraft rolled and yawed left, resulting in significant control difficulties for the crew. After the crew regained control of the aircraft, they realised that the left engine had stopped. The crew completed the emergency checks, transmitted a PAN call and diverted to Wiluna. It was later determined that the left fuel tank was empty and that the left engine had sustained a total power loss from fuel starvation.

On 4 July 2007, the pilot of a Beech Aircraft Corporation B58 (Baron), registered VH-VEG, was conducting a charter flight in accordance with the instrument flight rules from Sydney, NSW to Shepparton, Vic. At about 1415 Eastern Standard Time, the pilot departed Sydney Airport with one passenger on board. The flight was planned via overhead Canberra, ACT and Albury, NSW. The weather forecasts obtained by the pilot indicated that in the Canberra area the freezing level would be about 6,000 ft above mean sea level (AMSL) and that broken cumulus or stratocumulus cloud could be expected to extend between 5,000 and 10,000 ft with moderate icing in cloud. The aircraft was not equipped for flight into icing conditions.

The pilot climbed the aircraft to the planned cruise altitude of 10,000 ft AMSL and was generally clear of cloud until over Canberra at 1532. At about 50 km to the south-west of Canberra the aircraft entered cloud with high moisture content at a temperature below 0 degrees C, resulting in the rapid accumulation of clear ice on the airframe. The pilot continued on track, but the build-up of ice eventually forced the pilot to descend below 7,500 ft, the published lowest safe altitude for the route. After maintaining 7,100 ft in cloud for a short time the pilot was cleared to descend to 4,900 ft. The pilot became visual and was able to descend further and to dislodge the ice.

The investigation found that the pilot was inexperienced operating in conditions conducive to icing and had not assimilated the guidance provided by the operator and the aircraft manufacturer.

While on this occasion the aircraft did not get very close to terrain, the circumstances of the occurrence are a salutary reminder of the hazard that winter weather in southern Australia can present to pilots of aircraft not equipped for flight in icing conditions.

A Boeing Company 767-300 aircraft, registered VH-OGP, was being operated on an overnight international passenger flight from Nagoya, Japan to Cairns, Qld. On board the aircraft were a pilot in command (PIC), a copilot, seven cabin crew and 162 passengers. The copilot was the pilot flying for the sector and had just completed a period of crew rest. The PIC handed back the control of the aircraft to the copilot at about 1600 UTC and got up to go to the toilet. The copilot heard a bang and turned to see the PIC had collapsed on the cockpit floor. There was no response from the PIC to the copilot's questioning. The copilot switched on the cockpit lights and saw that the PIC appeared to be staring into space and remained unresponsive. The copilot then alerted the cabin service manager to come to the flight deck.

At approximately 1650 UTC, the PIC had recovered sufficiently to return to the cockpit, where he remained for the duration of the flight. A PAN call was transmitted by the PIC when the aircraft entered the Australian Flight Information Region and emergency services were placed on standby for the aircraft's arrival and landing at Cairns.

The PIC was subsequently examined and cleared to return to flight duties by a Designated Aviation Medical Examiners (DAME). The DAME determined that the PIC probably had been affected by a gastro-intestinal illness that had previously been experienced by members of the PIC's family. A Norovirus gastro-intestinal disorder was prevalent in the Queensland region at the time.