Occurrence Briefs are concise reports that detail the facts surrounding a transport safety occurrence, as received in the initial notification and any follow-up enquiries. They provide an opportunity to share safety messages in the absence of an investigation. Because occurrence briefs are not investigations under the Transport Safety Investigation Act 2003, the information in them is de-identified.
What happened
On 30 November 2025, a de Havilland DH82A Tiger Moth departed South Grafton Aircraft Landing Area, New South Wales, at 1100 local time,[1] for a private flight with only the pilot on board. They departed from runway 26,[2] which was a sealed runway surface. Weather conditions were reported to be CAVOK[3] with a light and variable wind.
A third party suggested to the pilot that they could consider landing on the freshly mown grass area right of runway 08,[4] on their return to South Grafton. However, the pilot misunderstood the location of the prepared grass landing area.
The pilot believed that the area available was the mowed grass beside the sealed strip further to the right. However, the prepared grass area being referred to by the third party was in between the sealed runway and that understood by pilot (Figure 1).
Figure 1: South Grafton ALA – sealed and grass areas
Source: Google Earth and operator, annotated by the ATSB
A normal approach was flown, aligning the aircraft and touching down on the grass parallel to the sealed strip. However, the landing area selected by the pilot consisted of longer, slashed grass, that was not the surface that had been prepared for use.
This surface caused undesirable ground handling characteristics on landing. The aircraft landed in a ‘2 point’[5] attitude, then subsequently pitched over on its nose and came to rest on its back. The aircraft sustained significant damage to its airframe and propeller (Figure 2). The pilot exited the aircraft with minor injuries.
Figure 2: The aircraft after the accident
The supplied image had low resolution. Source: Operator
Safety message
The conditions of a landing area can change, and the pilot always needs to review the risk and have a high degree of situational awareness of the conditions.
There was a missed opportunity during taxi to assess the surface conditions and location of the landing area that had not been used by the pilot before. Pilots need to take every opportunity available to prepare themselves with relevant runway conditions.
Landing tailwheel aircraft that have a high centre of gravity can result in a higher likelihood of loss of control during the ground roll, thus placing greater importance on ensuring the runway conditions and surface are appropriate.
If the pilot is not prepared for the landing, or the landing surface does not appear suitable before touchdown, the pilot should consider aborting the landing. This can be achieved by conducting a go-around and is normally the safest course of action if a pilot is not entirely comfortable.
About this report
Decisions regarding whether to conduct an investigation, and the scope of an investigation, are based on many factors, including the level of safety benefit likely to be obtained from an investigation. For this occurrence, no investigation has been conducted and the ATSB did not verify the accuracy of the information. A brief description has been written using information supplied in the notification and any follow-up information in order to produce a short summary report, and allow for greater industry awareness of potential safety issues and possible safety actions.
[1]All times referred to in this brief are local time, Coordinated Universal Time (UTC) + 11 hours.
[3]Ceiling and visibility okay (CAVOK): visibility, cloud and present weather are better than prescribed conditions. For an aerodrome weather report, those conditions are visibility 10 km or more, no significant cloud below 5,000 ft, no cumulonimbus cloud and no other significant weather.
[4]Some pilots consider landing tailwheel aircraft on grass to be preferential due to the surface being more forgiving on aircraft components, such as the tailwheel.
[5]Landing attitude with both main wheels in contact with the runway and the tail wheel in the air.
Occurrence summary
Mode of transport
Aviation
Occurrence ID
AB-2025-063
Occurrence date
30/11/2025
Location
South Grafton Aircraft Landing Area
State
New South Wales
Occurrence class
Accident
Aviation occurrence category
Collision with terrain, Depart/app/land wrong runway, Ground strike
Highest injury level
Minor
Brief release date
23/12/2025
Aircraft details
Manufacturer
de Havilland Aircraft
Model
DH-82A
Sector
Piston
Operation type
Part 91 General operating and flight rules
Departure point
South Grafton Aircraft Landing Area, New South Wales
Destination
South Grafton Aircraft Landing Area, New South Wales
Occurrence Briefs are concise reports that detail the facts surrounding a transport safety occurrence, as received in the initial notification and any follow-up enquiries. They provide an opportunity to share safety messages in the absence of an investigation. Because occurrence briefs are not investigations under the Transport Safety Investigation Act 2003, the information in them is de-identified.
What happened
On 8 November 2025, at approximately 1315 local time,[1] a Boeing A75N1 (Stearman), with one pilot on board, departed a privately-owned runway near Dochra, New South Wales.
The pilot conducted a 30-minute private flight, before returning to the 500 m-long grass runway, orientated almost north-south. The pilot reported that the shorter runway required them to use a ‘short field’ landing technique and that the wind was westerly at less than 10 kt and variable near the ground.
The pilot conducted 3 consecutive landings and take-offs on the southern facing runway. During their third approach, the pilot recognised that the aircraft was about 200 feet higher than normal on final approach, however continued the approach.
They reported touching down in a 3-point attitude, too far down the runway and applied hard braking which caused the tail to lift once elevator effectiveness reduced. This resulted in the aircraft slowly tipping forward, striking the propeller and then flipping over onto its back and rudder (Figure 1).
Figure 1: Aircraft post-occurrence
Source: Operator
The aircraft sustained damage to its rudder, propeller, wing and strut. The pilot was uninjured.
Safety message
Good landings are made from stable approaches and conducting a go-around is normally the safest course of action if a pilot is not entirely comfortable with the approach.
Pilots should also consider the required approach performance for short field landings of their aircraft when assessing their approach to land with limited runway length. Heavy braking in high centre-of-gravity, tailwheel aircraft increases the risk of loss of control on landing, which places greater importance on ensuring the approach is conducted appropriately.
About this report
Decisions regarding whether to conduct an investigation, and the scope of an investigation, are based on many factors, including the level of safety benefit likely to be obtained from an investigation. For this occurrence, no investigation has been conducted and the ATSB did not verify the accuracy of the information. A brief description has been written using information supplied in the notification and any follow-up information in order to produce a short summary report, and allow for greater industry awareness of potential safety issues and possible safety actions.
[1]All times referred to in this report are local time, Coordinated Universal Time (UTC) + 11 hours.
Occurrence summary
Mode of transport
Aviation
Occurrence ID
AB-2025-060
Occurrence date
08/11/2025
Location
near Dochra
State
New South Wales
Occurrence class
Accident
Aviation occurrence category
Collision with terrain, Control issues, Ground strike
The ATSB is investigating a collision with terrain involving a Van's RV-8, registered VH-YGY, 40 km west of Gladstone Airport, Queensland, on 23 November 2025.
During initial climb, the aircraft reportedly encountered a mechanical issue and the pilot attempted to land. The aircraft subsequently collided with a tree and was destroyed. The pilot sustained serious injuries.
The ATSB deployed a team of 4 transport safety investigators to the accident site with experience in aircraft operations, maintenance, and engineering. As part of the on-site phase of the investigation, ATSB investigators examined the aircraft wreckage and other information from the accident site, interviewed witnesses and involved parties, and examined maintenance records and recorded data.
The ATSB has completed the evidence collection and analysis phases of the investigation and is drafting the final report.
The final report will be released at the conclusion of the investigation. Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties, so that appropriate safety action can be taken.
Occurrence summary
Investigation number
AO-2025-068
Occurrence date
23/11/2025
Location
40 km west of Gladstone Airport
State
Queensland
Report status
Pending
Anticipated completion
Q2 2026
Investigation level
Short
Investigation type
Occurrence Investigation
Investigation phase
Final report: Drafting
Investigation status
Active
Mode of transport
Aviation
Aviation occurrence category
Collision with terrain, Engine failure or malfunction
The ATSB is investigating suspected rotor drive belt failures involving 2 Robinson R22s, registered VH-8H8 and VH-HFQ, near Argadargada Aerodrome, Northern Territory and Chillagoe Aerodrome, Queensland, on 15 November 2025 and 23 November 2025.
During cruise for mustering, the pilot and passenger of VH-8H8 noticed a smell of burning rubber and the pilot thought the rotor drive belts had failed. The engine over sped and the pilot conducted an autorotation. The helicopter subsequently collided with terrain resulting in substantial damage.
During cruise on a private flight, the pilot and sole occupant of VH-HFQ detected an airframe vibration and observed an abnormal rotor RPM indication, before conducting an autorotation and forced landing. The helicopter landed hard and the pilot observed a rotor belt on the ground. The helicopter was subsequently destroyed by post-impact fire.
The ATSB has examined and analysed recovered components, maintenance records, and information from the occurrence pilots, maintenance personnel and the helicopter manufacturer. The evidence collection and analysis phases of the investigation are now complete and the ATSB is drafting the final report.
A final report will be released at the conclusion of the investigation. Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties, so that appropriate safety action can be taken.
Occurrence Briefs are concise reports that detail the facts surrounding a transport safety occurrence, as received in the initial notification and any follow-up enquiries. They provide an opportunity to share safety messages in the absence of an investigation. Because occurrence briefs are not investigations under the Transport Safety Investigation Act 2003, the information in them is de-identified.
What happened
On 21 October 2025, a Robinson R22 helicopter with one pilot on board was conducting a private flight from Jimboomba to Southport, Queensland.
Prior to departure, the pilot loaded a box of freight, approximately 1,000 mm long, 350 mm wide and 400 mm deep, weighing 10 kg, onto the passenger seat and secured it by wrapping the seatbelt around the box. The flight departed Jimboomba at 1033 local time with a flight time of approximately 12 minutes.
As the pilot turned onto the base leg for final approach to runway 01 at Southport, the box on the passenger seat shifted and interfered with the cyclic[1] control resulting in the helicopter being unable to turn left. The helicopter then veered to the right and as the pilot focused their attention on moving the box, they lost control of the helicopter which came into contact with trees before colliding with terrain, resulting in substantial damage (Figure 1). The pilot sustained serious injuries in the accident.
Figure 1: Post-impact damage
Source: Queensland Police, annotated by the ATSB
Safety message
Pilots must adhere to CASA Regulation 91.610 (2) (b) Carriage of cargo – unoccupied seats, which states that the cargo, and the means of restraint of the cargo, must not interfere with the safe operation of the aircraft.
The ATSB has had 3 occurrences reported in a 15-year period involving Robinson R22 helicopters carrying cargo on the passenger seat which has interfered with the helicopter’s flight controls. All 3 of these occurrences resulted in a collision with terrain and substantial damage.
About this report
Decisions regarding whether to conduct an investigation, and the scope of an investigation, are based on many factors, including the level of safety benefit likely to be obtained from an investigation. For this occurrence, no investigation has been conducted and the ATSB did not verify the accuracy of the information. A brief description has been written using information supplied in the notification and any follow-up information in order to produce a short summary report, and allow for greater industry awareness of potential safety issues and possible safety actions.
[1]Cyclic: a primary helicopter flight control that is similar to an aircraft control column. Cyclic input tilts the main rotor disc, varying the attitude of the helicopter and hence the lateral direction.
Occurrence summary
Mode of transport
Aviation
Occurrence ID
AB-2025-057
Occurrence date
21/10/2025
Location
Southport Aerodrome
State
Queensland
Occurrence class
Accident
Aviation occurrence category
Collision with terrain, Flight control systems, Loading related, Loss of control, Unrestrained occupants/objects
The ATSB is investigating a collision with terrain involving a Cessna 172N, registration VH-SCU, about 6 km south-south-east of Newcastle Waters, Northern Territory, on 7 November 2025.
The aircraft was operating a dual low-level training exercise, with a flight instructor and student pilot on board. While conducting a turn the student pilot lost control of the aircraft and it collided with terrain. The instructor received minor injuries, and the student was uninjured. The aircraft was destroyed.
The ATSB has completed the evidence collection and analysis phases of the investigation and is drafting the final report.
To date, the ATSB investigation has included:
interviewing the flight crew
examination of maintenance and pilot records
analysis of meteorological data
examination of operational records.
The final report will be released at the conclusion of the investigation. Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties, so that appropriate safety action can be taken.
Occurrence summary
Investigation number
AO-2025-066
Occurrence date
07/11/2025
Location
About 6 km south-south-east of Newcastle Waters
State
Northern Territory
Report status
Pending
Anticipated completion
Q2 2026
Investigation level
Short
Investigation type
Occurrence Investigation
Investigation phase
Final report: Drafting
Investigation status
Active
Mode of transport
Aviation
Aviation occurrence category
Collision with terrain, Loss of control
Occurrence class
Accident
Highest injury level
Minor
Aircraft details
Manufacturer
Cessna Aircraft Company
Model
172N
Registration
VH-SCU
Serial number
17268700
Sector
Piston
Operation type
Part 141 Recreational, private and commercial pilot flight training
Occurrence Briefs are concise reports that detail the facts surrounding a transport safety occurrence, as received in the initial notification and any follow-up enquiries. They provide an opportunity to share safety messages in the absence of an investigation. Because occurrence briefs are not investigations under the Transport Safety Investigation Act 2003, the information in them is de-identified.
What happened
On 5 October 2025, the pilot of a Schweizer Aircraft Corp 269C-1 planned a ferry flight from Lake Macquarie Airport (where the helicopter had just received an annual service) to a landing area near Duri, New South Wales.
The pilot’s usual procedure was to conduct a pre-flight inspection of the helicopter prior to departure which included confirming the amount of fuel in the fuel tank with a dipstick. On this occasion, however, the pilot recalled observing the calibrated amount of fuel inside the tanks to be 92 litres. Assuming this amount was correct, the pilot was satisfied with the fuel quantity and proceeded to collect their passenger from the taxiway. Shortly after, the helicopter departed from runway 25.
En route to the arranged helicopter landing area about 1.7 hours away, the pilot observed a different fuel burn rate to the calculations that were initially completed. Due to the distance left to travel, the pilot advised the passenger that there would be a precautionary landing conducted to inspect the fuel tank further. The pilot selected a suitable landing area and began to configure the helicopter for landing. However, at 2,500 ft, the engine stopped producing power due to fuel exhaustion and the pilot conducted an autorotation[1] to land at a track beside a train line. The helicopter landed hard, resulting in substantial damage to the skids, rotor blades and tail boom (Figure 1).
Figure 1: Damage to helicopter
Source: Pilot, annotated by the ATSB
Safety message
Pilots are reminded to always check the fuel quantity prior to departure using a known calibrated instrument such as a dipstick.
Pilots are also encouraged to use at least 2 independent verification methods to determine the quantity of fuel on board the aircraft. The Civil Aviation Safety Authority (CASA) advisory publication,
, provides guidance for fuel quantity crosschecking.More specifically, the advisory circular published by CASA, AC 91-15 v 1.2 - Guidelines for aircraft fuel requirements, highlights the importance of pre-flight fuel quantity checks and in-flight fuel management.
About this report
Decisions regarding whether to conduct an investigation, and the scope of an investigation, are based on many factors, including the level of safety benefit likely to be obtained from an investigation. For this occurrence, no investigation has been conducted and the ATSB did not verify the accuracy of the information. A brief description has been written using information supplied in the notification and any follow-up information in order to produce a short summary report, and allow for greater industry awareness of potential safety issues and possible safety actions.
[1]Autorotation is a condition of descending flight where, following engine failure or deliberate disengagement, the rotor blades are driven solely by aerodynamic forces resulting from rate of descent airflow through the rotor. The rate of descent is determined mainly by airspeed.
Occurrence summary
Mode of transport
Aviation
Occurrence ID
AB-2025-053
Occurrence date
05/10/2025
Location
Kankool
State
New South Wales
Occurrence class
Accident
Aviation occurrence category
Collision with terrain, Forced/precautionary landing, Fuel exhaustion
Highest injury level
None
Brief release date
07/11/2025
Aircraft details
Manufacturer
Schweizer Aircraft Corp
Model
269C-1
Sector
Helicopter
Operation type
Part 91 General operating and flight rules
Departure point
Lake Macquarie Aircraft Landing Area, New South Wales
Occurrence Briefs are concise reports that detail the facts surrounding a transport safety occurrence, as received in the initial notification and any follow-up enquiries. They provide an opportunity to share safety messages in the absence of an investigation. Because occurrence briefs are not investigations under the Transport Safety Investigation Act 2003, the information in them is de-identified.
What happened
On the afternoon of 23 September 2025, a Cessna 172 was conducting private runway inspections at multiple farms near Blackwater, Queensland.
During a low level overfly of one such runway strip at about 200 ft AGL, the aircraft began to lose height. When the pilot attempted to add power, the aircraft did not respond as anticipated, resulting in a loss of control. The aircraft collided with the ground, bounced and came to rest inverted, resulting in substantial damage to the propellor, main landing gear, right wing strut, engine cowl and vertical stabiliser (Figure 1).
The pilot reported that possible contributing factors to the accident included a crosswind from the south and the warmer weather, with the aircraft not having enough lift as power was applied.
Figure 1: Cessna 172H inverted after landing
Source: Operator
Safety message
This incident highlights that low-level flying operations have a lower margin for error with minimal time to recover the aircraft in the event of a loss of control.
Low-level flying, particularly at private and unregulated airstrips, is inherently high risk and therefore requires effective risk management. This should include a risk assessment to consider the hazards common to the type of operation, as well as specific to the location, to develop mitigations and reduce the chance of an accident occurring.
About this report
Decisions regarding whether to conduct an investigation, and the scope of an investigation, are based on many factors, including the level of safety benefit likely to be obtained from an investigation. For this occurrence, no investigation has been conducted and the ATSB did not verify the accuracy of the information. A brief description has been written using information supplied in the notification and any follow-up information in order to produce a short summary report, and allow for greater industry awareness of potential safety issues and possible safety actions.
Occurrence Briefs are concise reports that detail the facts surrounding a transport safety occurrence, as received in the initial notification and any follow-up enquiries. They provide an opportunity to share safety messages in the absence of an investigation. Because occurrence briefs are not investigations under the Transport Safety Investigation Act 2003, the information in them is de-identified.
What happened
On 22 September 2025, at 1747 local time, the pilot of a Robinson R22 helicopter was conducting mustering operations on a cattle station near Century Mine, Queensland. Weather conditions were clear with a 10–15 kt wind from the south.
After a short stop in a designated take-off and landing location, in a dry creek bed to allow cattle to cross, the pilot commenced lift-off. The pilot reported that the wind conditions at this time became ‘quite gusty’.
While the helicopter was in the hover at 35 ft, the pilot observed a small limb of a nearby tree moving toward the helicopter in the wind. Attempting to avoid the tree limb, the pilot manoeuvred the helicopter to the left, however the tree limb contacted the tail rotor. The helicopter subsequently conducted two 360° spins and collided with a nearby wire fence, resulting in a roll over to the right (Figure 1). The helicopter was substantially damaged in the accident, with damage to the right skid, tail boom, main and tail rotor systems and fuselage. The pilot sustained serious injuries.
Figure 1: Damage to helicopter
Source: Operator
Safety message
Helicopter pilots conducting mustering operations will often conduct multiple landings for short durations for various reasons, such as allowing cattle to cross in this occurrence. Frequent monitoring of environmental conditions such as changing wind conditions is necessary to ensure a safe take-off, particularly in confined areas.
Although the site was familiar to the pilot, operations in confined areas present challenges and increased risks for operating crew. The physical characteristics of a confined area site not only increase the risk of controlled flight into obstacles but limit the options available to the pilot in the event of a loss of performance during critical phases of flight.
About this report
Decisions regarding whether to conduct an investigation, and the scope of an investigation, are based on many factors, including the level of safety benefit likely to be obtained from an investigation. For this occurrence, no investigation has been conducted and the ATSB did not verify the accuracy of the information. A brief description has been written using information supplied in the notification and any follow-up information in order to produce a short summary report, and allow for greater industry awareness of potential safety issues and possible safety actions.
The ATSB is investigating a collision with terrain involving a Piper PA-32-300 aircraft, registered VH-JVA, at Shellharbour Airport, New South Wales, on 11 October 2025.
Shortly after take-off, the aircraft collided with terrain at the end of the intersecting runway and was destroyed. The 3 occupants were fatally injured.
The evidence collection phase of the investigation involved the ATSB deploying a team of transport safety investigators to the accident site. To date, the ATSB has examined the site and wreckage, conducted interviews and collected documentation and recorded data relating to the accident flight.
The investigation is continuing and will include further review and examination of:
recorded data
aircraft documentation
aircraft maintenance records
recovered aircraft components
pilot medical records, qualifications, and experience.
A final report will be released at the conclusion of the investigation. Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties, so that appropriate safety action can be taken.
Preliminary report
This preliminary report details factual information established in the investigation’s early evidence collection phase, and has been prepared to provide timely information to the industry and public. Preliminary reports contain no analysis or findings, which will be detailed in the investigation’s final report. The information contained in this preliminary report is released in accordance with section 25 of the Transport Safety Investigation Act 2003.
The occurrence
On the morning of 11 October 2025, a Piper PA-32R-300 Cherokee Lance, registered VH-JVA, taxied for a private flight from Shellharbour Airport to Bathurst Airport, New South Wales. The flight was being operated under the instrument flight rules[1] with the pilot and 2 passengers on board.
At 0956 local time, as the aircraft approached runway 26, the pilot announced on the Shellharbour common traffic advisory frequency (CTAF) that the aircraft was entering the runway and lining up to depart. The pilot then taxied the aircraft onto the runway starter extension[2] and lined up. While VH-JVA was lined up, a Cessna Caravan taxiing behind VH-JVA stopped at the holding point at the runway 26 threshold. The pilot of VH-JVA invited the pilot of the Cessna to depart ahead of VH-JVA and the Cessna took-off shortly after.
About a minute after the Cessna departed, VH-JVA began a take-off from runway 26. Following a ground roll of about 410 m, VH-JVA abruptly pitched up and yawed left as it became airborne. The aircraft then climbed away from the runway in a nose high attitude while skidding[3] and rolling left (Figure 1 and Figure 2).
Figure 1: Composite image of recorded security camera footage of the whole flight
Source: Supplied, annotated by the ATSB
Figure 2: Composite image of recorded security camera footage of later part of flight
Source: Shellharbour Airport, annotated by the ATSB
The angle of bank then appeared to stabilise briefly as the aircraft followed a left-turning flight path. As it turned to a heading of about 200° magnetic (M), it reached a maximum recorded altitude of about 50 ft above ground level (AGL) and then began descending. Three seconds after reaching 50 ft AGL, the angle of bank and descent rate began increasing rapidly before the aircraft collided with terrain, coming to rest at the threshold of the intersecting runway (runway 34). The pilot and passengers were fatally injured in the accident, and the aircraft was destroyed.
Context
Pilot details
The pilot held a private pilot licence (aeroplane) and the required class rating and endorsements to operate the aircraft. The pilot also held a private instrument rating and Class 2 aviation medical certificate, which were both current at the time of the accident.
The pilot’s logbook was reported to be in the aircraft during the accident flight. The cabin area of the aircraft was extensively fire damaged following the accident and the logbook could not be located during the wreckage examination. At the pilot’s last medical examination, the pilot had declared a total of 1,015 hours aeronautical experience. Maintenance release entries for VH-JVA showed that since that medical examination, the pilot had flown 27.1 hours in the aircraft. Of these, 4.6 hours were in the 90 days before the accident and none in the 30 days before the accident.
Aircraft details
The Piper PA-32R-300 Cherokee Lance is a single-engine, low-wing, retractable tricycle landing gear aircraft. The Lance is powered by a Lycoming IO-540 fuel-injected, horizontally opposed piston engine driving a three-blade variable-pitch propeller and is fitted with dual controls. VH-JVA (Figure 3), serial number 32R-7680030, was manufactured in the United States in 1975 and first registered in Australia in 1985. The most recent periodic inspection was completed on 14 May 2025, at 3,898.2 hours total time in service. At the time of the accident, VH-JVA had accumulated 3,915 hours in service.
Figure 3: VH-JVA
Source: Clinton J Down Photography, modified by the ATSB
Aircraft loading
The pilot and a passenger were in the 2 front seats while the other passenger was seated in the second row. Witness statements and fuel records indicated that the aircraft departed with full tanks.
The purpose of the flight was an overnight stay at Bathurst before returning to Shellharbour the following day. No large or heavy items were identified in the aircraft during the examination of the wreckage and the ATSB estimated the aircraft to be within weight and balance limitations for the flight.
Meteorological information
The terminal area forecast valid for Shellharbour Airport at the time of the accident included winds of 10 kt from 257° M. Severe turbulence[4] was also forecast below 5,000 ft AMSL. From 1000, the winds were forecast to increase in strength to 15 kt with gusts to 25 kt.
At 0959, as the aircraft departed runway 26, the Bureau of Meteorology automatic weather station at Shellharbour Airport recorded the temperature as 27°C and the wind as 12 kt from 278° M. There was no recorded cloud, and visibility was recorded as greater than 10 km.
The pilot of the preceding Cessna reported that, during their departure, the winds were gusty with light windshear and moderate turbulence. This pilot also stated that this was common for Shellharbour Airport with strong westerly winds. The accident pilot and aircraft were based at Shellharbour Airport, and the pilot was reported to be familiar with mechanical turbulence associated with strong westerly winds at the airport.
Impact and wreckage information
The aircraft impacted the ground to the west of runway 34 while travelling in the 138° M direction (Figure 4). The left wing tip impacted the ground first with the aircraft at near 90° angle of bank and a slightly nose down attitude. The propeller and engine then impacted the ground 12 m from the wing tip and ground scars consistent with propeller strikes were indicative of engine rotation. The left wing separated from the aircraft and the main wreckage continued along the ground for a further 47 m before coming to rest on runway 34 near the runway threshold. The integral fuel tanks in both wings ruptured during the accident sequence, leading to a post-impact fire that destroyed most of the fuselage.
Figure 4: Accident site
Source: ATSB
The ATSB conducted an initial examination of the wreckage at the accident site before moving the wreckage to an airport hangar for further examination. All major aircraft components were accounted for at the accident site. The damage to the propeller indicated that the engine was driving the propeller at the time of impact. The landing gear was extended and the flaps were extended to the 10-degree setting. The stabilator trim was set to slightly nose up and the rudder trim was neutral. Damage to the pilot’s seat rails indicated that it was locked in an appropriate position. The left pin of the passenger’s seat was found secured in the rearmost position while the right pin was found not secured into a position. There was no damage to the outboard passenger seat rail stop to indicate that this seat had slid rearward.[5]
Recorded data
Recorded automatic dependent surveillance broadcast (ADS-B) data and a number of security cameras captured the flight (Figure 5). A witness also captured 2 photographs of the aircraft while airborne (Figure 6). The data showed that:
during the take-off ground roll, until the nose wheel lifted from the runway, the take-off appeared normal and the stabilator was in a neutral position
the recorded groundspeed at the time the aircraft became airborne was 61 kt
the groundspeed increased to 64 kt as the aircraft commenced turning left and then remained between 60–61 kt as the aircraft turned through 180° M. As the turn continued and with an increasing tailwind component, the groundspeed increased to the recorded maximum of 70 kt immediately before impact
all doors appeared to be correctly secured.
Figure 5: Flight path and recorded data from flight
All speeds are groundspeed, and the altitude is above mean sea level (equating to about 50 ft above ground level). Source: Google Earth, Bureau of Meteorology, Avdata and publicly available ADSB data, annotated by the ATSB
Figure 6: Photographs of VH-JVA during the accident flight
Source: Ari Bone and Google Earth, modified by the ATSB
A Garmin 750 navigation unit was recovered from the aircraft wreckage and retained by the ATSB for further investigation.
Shellharbour Airport CTAF recordings captured no further broadcasts from the pilot of VH-JVA following those made prior to take-off.
Further investigation
To date, the ATSB has examined the site and wreckage, conducted interviews and collected documentation and recorded data relating to the accident flight.
The investigation is continuing and will include further review and examination of:
recorded data
aircraft documentation
aircraft maintenance records
recovered aircraft components
pilot medical records, qualifications, and experience.
A final report will be released at the conclusion of the investigation. Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties so appropriate and timely safety action can be taken.
Acknowledgements
The ATSB would like to acknowledge the assistance of New South Wales Police, Shellharbour Airport, and the airport hangar operator during the onsite stage of the investigation.
Purpose of safety investigations
The objective of a safety investigation is to enhance transport safety. This is done through:
identifying safety issues and facilitating safety action to address those issues
providing information about occurrences and their associated safety factors to facilitate learning within the transport industry.
It is not a function of the ATSB to apportion blame or provide a means for determining liability. At the same time, an investigation report must include factual material of sufficient weight to support the analysis and findings. At all times the ATSB endeavours to balance the use of material that could imply adverse comment with the need to properly explain what happened, and why, in a fair and unbiased manner. The ATSB does not investigate for the purpose of taking administrative, regulatory or criminal action.
About ATSB reports
ATSB investigation reports are organised with regard to international standards or instruments, as applicable, and with ATSB procedures and guidelines.
Reports must include factual material of sufficient weight to support the analysis and findings. At all times the ATSB endeavours to balance the use of material that could imply adverse comment with the need to properly explain what happened, and why, in a fair and unbiased manner.
An explanation of terminology used in ATSB investigation reports is available here. This includes terms such as occurrence, contributing factor, other factor that increased risk, and safety issue.
Publishing information
Released in accordance with section 25 of the Transport Safety Investigation Act 2003
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Unless otherwise noted, copyright (and any other intellectual property rights, if any) in this report publication is owned by the Commonwealth of Australia.
Creative Commons licence
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[1]Instrument flight rules (IFR): a set of regulations that permit the pilot to operate an aircraft in instrument meteorological conditions (IMC), which have much lower weather minimums than visual flight rules (VFR). Procedures and training are significantly more complex as a pilot must demonstrate competency in IMC conditions while controlling the aircraft solely by reference to instruments. IFR-capable aircraft have greater equipment and maintenance requirements.
[2]The runway starter extension is additional runway length available for take-off (not landing) before the runway threshold.
[3]A skidding turn is an uncoordinated turn where the fuselage of the aircraft is not aligned with the airflow. In a skid the tail of the aircraft follows a path that is outside of that followed by the nose.
[4]Moderate turbulence is usually associated with small changes in airspeed and moderate changes to aircraft attitude and/or altitude, but the aircraft remains under positive control. Severe turbulence is associated with large changes in airspeed and abrupt changes to aircraft attitude and/or altitude; in severe turbulence the aircraft may be out of control for short periods.
[5]The seat rail stops limit the fore/aft seat movement, ensuring that the seat feet remain attached to the rails.
