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. The dangers of visual flight rules (VFR) pilots flying into instrument meteorological conditions (IMC) have been recognised for a very long time, yet VFR pilots still fly into deteriorating weather and IMC. In the decade from 1 July 2009 to 30 June 2019, 101 VFR into IMC occurrences in Australian airspace were reported to the ATSB. Of…

Accident experience has provided substantial evidence that the use of upper torso restraints reduces the risk of serious injuries to the head, neck, and upper torso of aircraft occupants, and they reduce the rate of fatalities for occupants involved in otherwise survivable aircraft accidents. What happened On 10 January 2017 a Cessna 172M, registered VH‑WTQ, departed Agnes Water aeroplane landing area (ALA), Queensland on a passenger charter flight to a beach ALA on Middle Island. While the pilot was conducting an airborne inspection of the beach, at a height of about 60 ft, the aircraft had…

Introduction As the accountable authority of the Australian Transport Safety Bureau (ATSB), I am pleased to present the ATSB’s Corporate Plan for 2015–16, which covers the period 2015–16 to 2018–19. This Corporate Plan sets out the ATSB’s purpose, its strategies for achieving that purpose and how the effect of the strategies and the attainment of the ATSB’s purpose will be measured. It has been prepared in accordance with paragraph 35(1)(b) of the Public Governance, Performance and Accountability Act 2013. The Plan takes account of the relevant provisions of the Transport Safety Investigation…

As the accountable authority for the Australian Transport Safety Bureau (ATSB), I am pleased to present the ATSB’s 2016–17 Corporate Plan, which covers the period 2016–17 to 2019–20. This Corporate Plan sets out the ATSB’s purpose, its strategies for achieving that purpose and how the effect of the strategies and the attainment of the ATSB’s purpose will be measured. It has been prepared consistent with paragraph 35(1)(b) of the Public Governance, Performance and Accountability Act 2013. The Plan takes account of the relevant provisions of the Transport Safety Investigation Act 2003 (the TSI…

As the accountable authority for the Australian Transport Safety Bureau (ATSB), I am pleased to present the ATSB’s 2017–18 Corporate Plan, which covers the period 2017–18 to 2020–21. This Corporate Plan sets out the ATSB’s purpose – to improve transport safety – and its strategies for achieving that purpose. The Plan also sets out the ATSB’s key deliverables and associated performance criteria. It has been prepared consistent with paragraph 35(1)(b) of the Public Governance, Performance and Accountability Act 2013 and the relevant provisions of the Transport Safety Investigation Act 2003 (…

As the accountable authority for the Australian Transport Safety Bureau (ATSB), I am pleased to present the ATSB’s 2018–19 Corporate Plan, which covers the period 2018–19 to 2021–22. This Corporate Plan sets out the ATSB’s purpose – to improve transport safety – and its strategies for achieving that purpose. The Plan also sets out the ATSB’s key deliverables and associated performance criteria. It has been prepared consistent with paragraph 35(1)(b) of the Public Governance, Performance and Accountability Act 2013 and the relevant provisions of the Transport Safety Investigation Act 2003 (the…

The standard industry practice of re-using self-locking nuts on Robinson helicopters may inadvertently result in the omission to replace MS21042L or NAS1291-series nuts with D210-series corrosion resistant (CRES) nuts on critical fasteners. Safety advisory notice The Australian Transport Safety Bureau advises all maintenance personnel for Robinson helicopters to ensure that before re-using a self-locking nut, that the correct part number is fitted, and that the D210-series corrosion-resistant nuts are used for reassembly of critical fasteners in accordance with the Robinson Helicopter Company…

Pilots must learn to recover from an incipient spin and demonstrate recovery from the manoeuvre during flight tests. Evidence suggests that in some cases, this training is being performed in aircraft that are not approved for intentional spins. Depending on the aircraft type, the manufacturer may not have specified whether that restriction applies to an incipient spin or only a developed spin. What happened On 26 September 2017, an instructor and student conducted a training flight in a Diamond Aircraft Industries DA40 aircraft, registered VH-MPM, from Archerfield Airport, Queensland. The…

Why we have done this report Occurrences involving aircraft striking wildlife, particularly birds, continue to be the most common aviation occurrence reported to the ATSB. Strikes with birds are a potential safety risk and present a significant economic risk for aerodrome and aircraft operators. The aim of the ATSB’s statistical report series is to provide information back to pilots, aerodrome and aircraft operators, regulators, and other aviation industry participants to assist them with managing the risks associated with bird and animal strikes. This report updates the last edition (…

What is wake turbulence For fixed-wing aircraft, wake turbulence is the combined effect of jet blast or propeller wash with wake vortices. Wake vortices are the primary contributor to wake turbulence. The initial strength of the vortices is primarily dependent upon the generating aircraft’s speed, weight and wingspan. These vortices decay with time and largely become non‑hazardous—depending on atmospheric conditions—within several minutes. The wake vortices can affect following aircraft in a similar way to flying through weather-related turbulence. More specifically, aircraft encountering…