This review of agricultural aviation accidents reported to BASI in the period 1985 to 1992 indicates: there were no significant reductions in the number or rate of accidents there were higher accident and fatal accident rates than for other GA operations the majority of accidents occurred in the agricultural work phase of flight, although the taxi and take-off phase accounted for a significant percentage of accidents factors related to pilot perception and operational decision were most frequent accident prevention programs should…

In 1995 the Bureau published a survey of agricultural aviation accidents 1985-1992, which has now been updated by including accident and incident data for the period 1993-1995. The data shows that agricultural aviation accidents accounted for 12% of all Australian aviation accidents during the 10-year period 1986-1995 and that the accident rate continues to be higher than that for other sectors of general aviation. The majority of accidents occur in the agricultural work phase, whereas with other types of commercial operations most accidents occur in the take-off and landing phases. The…

The ATSB often receives reports from pilots that another aircraft is flying too close to them in uncontrolled airspace. Not surprisingly, three quarters of these reports involve aircraft within 10 NM from a non-towered aerodrome. It is difficult for pilots to spot another aircraft through visual observations alone. There are twice as many near-collision notifications where pilots had no prior warning of other aircraft in their vicinity, compared with situations when a pilot received an alert by radio, or via traffic avoidance system like TCAS. Supplementing your visual lookout with radio and…

There were a total of 546 marine occurrences reported to the Australian Transport Safety Bureau from 2005 to 2010. There were significant decreases in reported occurrences in 2008 and 2010; however, the number of serious incidents remained fairly constant for the duration of the period. The number of accidents has decreased from eight each year from 2005 to 2007 to three each year from 2008 to 2010, which reflects the decrease in fatal accidents and people missing during the second half of the period. Injuries sustained were mainly to one person in each occurrence; however, there were…

This report tables rail safety occurrence data by state and territory between 1 January 2001 and 30 June 2011. Data is adjusted biannually to reflect new information that comes to light during the reporting period. There is a lag period of approximately 3 to 4 months between the end of the 6-monthly reporting period and publication of this data. The data is presented as counts, and normalised using kilometres travelled and number of track kilometres. Data presented in this report conforms to ON-S1: Occurrence Notification Standard 1 (2004) and OC-G1: Occurrence Classification Guideline 1 (…

Since 1984, the Australian Transport Safety Bureau and the former Bureau of Air Safety Investigation have produced numerous aviation research and education reports. This brochure lists those reports in chronological order and arranged by the broad topic area. All reports are available electronically on the ATSB internet site.

The summary report is a compilation of the information the ATSB has gathered, sourced from individuals or organisations involved in the occurrences, on the circumstances surrounding the occurrence and what safety action may have been taken or identified as a result of the occurrence. In addition, the ATSB may include an ATSB Comment that is a Safety Message directed to the broader aviation community. Report updated on 14 September 2011 to fix a typographical error on page 3 of the Bulletin.

Introduction Weather-related general aviation accidents remain one of the most significant causes for concern in aviation safety; the often-fatal outcomes of these accidents are usually all the more tragic because they are avoidable. In the 5 years 2006–2010, there were 72 occurrences of visual flight rules (VFR) pilots flying in instrument meteorological conditions (IMC) reported to the ATSB. Seven of these resulted in fatal accidents, causing 14 fatalities. That is, about one in ten VFR into IMC events result in a fatal outcome. Flying into IMC can occur in any phase of flight. However, a…

Wirestrikes pose an on-going problem to aerial agricultural operations. There are 180 wirestrike accidents in the Australian Transport Safety Bureau (ATSB) database for the period between 2001 and 2010. Of these, 100 involved agricultural flying. Research by the ATSB has shown that 63 per cent of pilots were aware of the position of the wire before they struck it. This publication describes recent aerial agricultural wirestrike accidents. In all these cases, the aircraft struck a powerline that was known to the pilot. In many of these accidents, the…

Coronial investigations and inquests are different to ATSB safety investigations, with different objectives and evidentiary requirements. It is important that the ATSB works closely with coronial officers and the police as early as possible in an investigation. While ATSB investigations and coronial inquests are separate processes, they share a similar important objective: to prevent a similar death occurring in the future. This page outlines how the ATSB can work in parallel with coronial officers and the police. It also explains the ATSB's legal limitations on releasing evidence from an…