Licence to Learn - Issue 3, August 2020

Issue 3 – COVID-19 Edition

LICENCE TO LEARN

Recreational Aviation Australia | ACN 070 931 645 | PO Box 1265 Fyshwick ACT 2609 members@raaus.com.au | www.raaus.com.au | 02 6280 4700

FINDING OPS NORMAL AGAIN E

ach edition of Licence to Learn builds your knowledge and awareness of operating an aircraft within the RAAus framework.

This edition is no different, although it has been heavily influenced by the COVID-19 pandemic.

The pandemic is a health crisis, not an aviation crisis, however it has and will continue to impact how everyone goes about their lives. It is this impact that is the focus of this edition.

We pose these questions: How long since you have flown? How long since the aircraft you are about to fly has been flown?

To us, these are the key questions to ask. Flying safely is a lot about currency and recency. It is why we often talk about Fitness to Fly. Now more than ever you and your aircraft’s Fitness to Fly should be top of mind. We’ve brought together a host of articles and information that will assist you in making that determination.

Read on and revisit your basic skills, reignite the passion, take a moment, pause before that first flight to make sure it is fun and enjoyable, but above all, safe.

Michael Linke CEO Recreational Aviation Australia

THANK YOU TO OUR SPONSORS

1

MANAGING SAFETY THROUGH COVID-19 I

t seems like only yesterday I wrote the introduction to our previous edition of Licence to Learn, at which time the focus was on the tragic bushfires that were affecting our communities. Now, only months later, we have been impacted with the vastly different set of challenges posed by COVID-19.

One thing that hasn’t changed through all of the challenges faced thus far in 2020 is our commitment to safety. RAAus has spent countless hours ensuring that we continue to communicate relevant information to members during the pandemic. This edition of Licence to Learn focuses on presenting this information so that it is front of mind as members continue to fly within the current environment.

Regular feedback received by our safety department has shown that members want more visibility in relation to occurrence outcomes. Based on this feedback we have included several occurrence summaries which we believe offer learning outcomes and visibility into the work our team completes in the background reviewing occurrence reports. Our safety team is constantly looking at ways to improve the information we share with members to improve safety for everyone. As always, further safety information and occurrence summaries are available on the safety page within the member portal, or at safety.raaus.com.au.

We trust the information provided within this edition of Licence to Learn is valuable in assisting members to safely continue to enjoy the passion of aviation.

Cody Calder Innovation & Improvement Executive Recreational Aviation Australia

2

CONTENTS COVID-19 Overview.............................................................................. 4 General Precautions (applicable to all activities).............................. 4 Guidelines Prior to Flight – Personal Minimums............................... 5 Pilot Currency Barometer..................................................................... 6 Conducting Flight Operations............................................................. 7 Potential contamination hotspots...................................................... 7 Cleaning your aircraft........................................................................... 8 What should members be doing before returning to flight if their aircraft hasn’t been used in a while?.................................................. 9 Guidelines for Flight Training Schools...............................................11 Briefing/Debriefing............................................................................. 12 As an aircraft maintainer, how can I protect myself?...................... 12 Occurrence Review - first half of 2020.............................................. 13 Occurrence Information Summaries................................................. 14 Disclaimer............................................................................................ 17

3

COVID-19 OVERVIEW Coronavirus disease (COVID-19) is a highly infectious disease caused by a newly discovered coronavirus which may result in mild to moderate respiratory illness. Older people, and those with underlying medical problems like cardiovascular disease, diabetes, chronic respiratory disease, and cancer are more likely to develop serious illness.

The best way to prevent and slow down transmission is to be well informed about COVID-19 and how it spreads. Protect yourself and others from infection by washing your hands or using an alcohol based rub frequently and not touching your face.

The COVID-19 virus spreads primarily through droplets of saliva or discharge from the nose

when an infected person coughs or sneezes, so it’s important to practice respiratory etiquette (for example, by coughing into a flexed elbow).

COVID-19 & Recreational Aviation If you are operating in and around aircraft, you could be exposed to COVID-19 in a variety of situations. These may include close contact with someone with COVID-19, or by contacting a surface that has been in contact with a person with COVID-19. Surfaces may include external or internal surfaces of an aircraft, surfaces within a building or hangar, and tools and equipment associated with recreational aviation (headsets, keys, documentation, fuel pumps etc.).

GENERAL PRECAUTIONS (APPLICABLE TO ALL ACTIVITIES)

RAAus reminds members to continually monitor and follow updated requirements and recommendations of their relevant state or federal health departments for COVID-19 information. In addition to these requirements, RAAus recommends the following: • All individuals involved in recreational flying activities download and use the Australian Government COVIDSafe App and ensure it remains active on their phone.

• Any member who has returned from overseas or interstate travel must abide by Australian federal and relevant state government measures before conducting tasks associated with recreational aviation.

• Members abide by physical distancing requirements including the 1.5m distancing requirements and 1 person per 4m² indoors, unless operating within an RAAus Flight Training School or maintenance facility.

Exceptions to the 1.5m distancing requirements include members of your household (your partner, immediate family members or people you have been isolating with, i.e. your social bubble).

4

GUIDELINES PRIOR TO FLIGHT PERSONAL MINIMUMS Now more than ever, it is important that members continue to monitor their personal circumstances prior to conducting activities related to recreational aviation. This includes reviewing the mental and physical health of yourself and those in which you may come in contact with, as well as reviewing personal currency, recency and aircraft airworthiness prior to each flight.

The following areas should be reviewed prior to operating an aircraft.

IMSAFE Checklist Pilots should ensure they are fit to fly prior to operating an aircraft. If you are unwell or have any coronavirus symptoms, avoid flying until you have fully recovered.

IMSAFE CHECKLIST ILLNESS Do I have an illness that I need to take into consideration, or any symptoms of an illness?

MEDICATION Have I been taking prescription or overthe-counter drugs?

STRESS Am I under psychological pressure about work, worried about financial matters, health problems, or family?

ALCOHOL Have I been drinking in the last 8 hours?

24 hours?

Pilot currency and skill management Prior to flight, ensure you are current to safely operate your aircraft. Rather than carrying out long distance cross country flights, consider local A-A flights or refreshing your personal skills by conducting circuits, practicing forced landings or stalling in the training area. These operations can also be carried out without a passenger, ensuring pilots continue to follow social distancing recommendations.

If you have not been able to fly for an extended period of time, are due for a flight review or have low total experience, you should strongly consider conducting a flight review or currency check with an instructor prior to returning to solo flight. This permits the safe return to flight based on how long it has been since you last flew, how recent your skills are, how many hours you were able to fly prior to COVID-19 restrictions and your overall skill level.

Stick to your personal minimums At a time where medical resources are already stretched it is important to avoid the potential for the need for emergency services in the unlikely event that something does not go to plan.

We therefore recommend that thorough pre-flight planning be completed prior to flight to assess current conditions. If these conditions are challenging or fall outside your personal minimums, then it is recommended that the flight be delayed until conditions improve. Let’s look out for each other during these difficult times.

FATIGUE Am I tired or not adequately rested?

EATING Have I eaten enough of the right foods to keep me nourished during my entire flight?

When was my last meal?

5

CONDUCTING FLIGHT OPERATIONS Members undertaking flights must ensure activities are conducted so as to ensure risks presented by COVID-19 are minimised. RAAus recommends the following: • 1.5m physical distance requirements are maintained for all private flights.

Exceptions to the 1.5m distancing requirements may include members of your household (your partner, immediate family members or people you have been isolating with (i.e. your social bubble).

• Adequate airflow and ventilation is maintained throughout the flight.

• Common cockpit areas (e.g. switches, harnesses, locking mechanisms, handles, etc.) are to be cleaned on a regular basis and every time before a new occupant enters the aircraft (refer to section: disinfecting aircraft)

• Consider the use of disposable gloves, masks and other methods to reduce potential cross contamination. In addition to preventing possible contraction of COVID-19, masks minimise the possible spread of fluid from the mouth and nose and assist in preventing pilots from touching their face, particularly when adjusting your microphone. Despite some concerns, many pilots have reported that the use of masks has minimal disruption on the ability to make clear radio calls.

POTENTIAL CONTAMINATION HOTSPOTS Aircraft contain a large number of touch-points for potential exposure. Here are some potential contamination hot-spots you should be considering before your next flight, particularly if you share an aircraft with others.

Pre-flight: H angar doors, tie downs, keys, canopy covers, documents, engine cowling, oil dipstick, fuel caps, fuel tester, canopy latches (internal and external), seatbelts, instrumentation (Altimeter adjustment, glass cockpit screens, iPad), control column, throttle, headset and mic muff, switches, windscreens.

Refuelling: Fuel pump handle at airport bowser or at service station, keypad of bowser, jerry can, static line attachment point, fuel caps, fuel tester In-flight: PTT, air vents, switches, control column.

Post flight: Tie-downs, hangar doors, pitot covers, canopy latches, canopy cover

7

CLEANING YOUR AIRCRAFT The following information has been prepared to assist members in selecting suitable products for cleaning aircraft during the COVID-19 pandemic.

RAAus is unable to confirm effectiveness of specific products in protecting against COVID-19.

Aircraft owners and operators must confirm the appropriateness of the cleaning materials used with the manufacturer prior to use. Suitability for products must be assessed as the use of some products may result in damage to aircraft surfaces or componentry. When using unfamiliar products, spot-testing on an inconspicuous area should be conducted first.

Soapy Water This has been the traditional cleaning and disinfecting medium. Mild, pH neutral soap should be used. If used regularly in the cockpit, using distilled or demineralised water will decrease the risk of corrosion of exposed metal over time.

Soapy water can be used in almost all parts of the cockpit but should not be used on aircraft instruments where water ingress can cause damage to electrical switches and mechanical dials.

8

Isopropyl Alcohol (Caution: Flammable liquid) Most commonly found as a pump spray pack or as an ‘alcohol wipe’ this will either be pure or a 70% to 80% solution with distilled water. Similar to soapy water, Isopropyl alcohol can be used in the majority of the cockpit with the exception of the canopy. Whilst there is less water involved in the alcohol solutions, it should be used sparingly around electrical switches and never sprayed directly onto instruments.

Diluted Methylated Spirits (Caution: Flammable liquid) A solution of 75% methylated spirits and 25% distilled / demineralised water is preferred for general aircraft cleaning. Similar to soapy water, ethanol solution can be used in the majority of the cockpit with the exception of the canopy.

Whilst there is less water involved in the ethanol solutions, it should be used sparingly around electrical switches and never sprayed directly onto instruments.

For further information on cleaning your aircraft please visit our website at raa.asn.au/our-organisation/covid-19-updates

What should members be doing before returning to flight if their aircraft hasn’t been used in a while?

Don’t rush Ensure all scheduled maintenance requirements that are due are completed.

Carry out a thorough pre-flight inspection Possibly the first thing to check before anything else, and certainly before the aircraft is moved, is the fuel system for contamination. Water can get into a fuel tank through poor fuel cap seals or even cap locking mechanisms. Any substantial movement of the aircraft may disperse water and other contaminants away from the fuel drain points. One of the attributes of Avgas is its ability to remain ‘within spec’ for a fair length of time.

With the advent of Mogas being used in many aircraft, extra care should be taken to ensure that the fuel is still usable.

With long storage periods, especially if stored in warmer weather the petrol can oxidize to form peroxides. These compounds can attack rubber and metal, stripping away the liner on fuel lines or copper from fuel pumps and attacking rubber hoses. Generally, the summer volatility of petrol is 30% lower than the winter volatility which means that the loss of lighter components in summer can be quicker. However, this is not usually an issue due to higher temperatures but can create problems in Autumn and Winter if the Summer fuel is held over. To avoid this, fresh fuel should always be used in the Winter period.

Engine There isn’t a lot you can do with the engine apart from give it a good look over for bird nests and corrosion and to remove any bungs etc. The engine should not be run without the intention of flying as it’s rarely possible to get it to normal operating temperature on the ground in a bid to boil off any moisture. Ground running tends to promote formation of condensation as the engine cools again.

It is important to note the engine should not be rotated by hand unless you are going flying as this can wipe off any residual oil coating on the various surfaces and leave them prone to corrosion.

It may be wise to change the engine oil as this can absorb moisture. In an ideal world, everyone would change the oil prior to a lay-off as this will remove any of the harmful combustion process by-products and contaminants from the oil.

Check the external surfaces of the cylinders and other components for corrosion. Keeping the cowlings nice and clean will show up any oil leaks that have appeared and give an indication as to where a leak has occurred.

9

Airframe Pitot-static systems are particularly prone to blockage either by water or insects, which find the ports extremely attractive places to occupy. If the ports have been securely blanked off, make sure all of the blanks are removed prior to flight.

A careful inspection should be carried out anywhere that birds may decide to nest. Don’t forget inside tail fairings and up inside the undercarriage bays of aircraft with retractable wheels. Rodent attack is possibly the worst enemy. It doesn’t matter if the aircraft is parked indoors or outside – they can break in.

Tyres will develop flat spots when not turned for a while. Normally this isn’t an issue and once back in use they will resume their normal shape.

As aircraft tyres have a relatively small total volume compared with car tyres, a small leakage can make a big difference on the pressure. This in turn adversely affects the ground handling and in particular the effective drag – not helpful on the take-off run. The possibility of a bit of air leakage over the shutdown period combined means it’s a sensible idea to check tyre pressures.

The battery should be removed and charged accordingly. If not, due to the battery being down on power, it will then be charged at a much higher rate by the aircraft electrical system than that of a battery charger. Wet cell batteries will then start to vent out some acid during this higher power charging which will, in theory, find its way overboard through the battery vent lines.

Unfortunately, the acid can sit in the battery box or, even worse, contact the aircraft structure causing massive corrosion problems.

Give the aircraft a wash so it’s nice and clean to inspect for defects and corrosion. Corrosion is the gradual deterioration of metal due to a chemical reaction with its environment. The reaction can be triggered by the atmosphere, moisture, or other agents. When inspecting the structure of an aircraft, it is important to watch for evidence of corrosion on both the outside and inside.

Corrosion on the inside is most likely to occur in pockets and corners where moisture may

10

accumulate; therefore, drain holes must always be kept clean. Also inspect the surrounding members for evidence of corrosion.

In summary It’s a fact of life that none of us can fly as much as we want to – or indeed intend to. After any protracted time out of the air it’s sensible to spend extra time checking over your aircraft before taking to the skies again. * Information sourced from the Light Aircraft Association UK and BP Australia.

GUIDELINES FOR FLIGHT TRAINING SCHOOLS Flight training schools are required to refer to any local state or territory restrictions prior to operation. Flight schools should continue to abide by 1.5m physical distancing requirements as well as ensuring a maximum of 1 person per 4m2 when indoors.

Safe Work Australia guidelines outline conditions in which businesses may not have to comply with physical distancing requirements, including when operating within an aircraft. Schools must ensure that they follow appropriate protocols to ensure the safety of their staff and students which includes conducting a risk assessment and minimising the potential for the spread of COVID-19. Further information can be found on the Safe Work Australia website.

In order to support flight training schools, RAAus has created the following list of recommendations for continued operations which schools should consider implementing: • •

• • • •

• •

Dual flights, including time spent in the cockpit, should be kept to the minimum required to complete the required flight CFIs, FTS owners and/or operators must regularly review the relevant state and federal links provided on page 17 to ensure the compliant ongoing operation of flight training, aircraft maintenance or private hire of aircraft at the FTS meets current COVID-19 guidance Temperature checks may be utilised prior to flight to confirm the health status of all participants Consider the use of protective equipment in cockpits Ensure mic covers are adequately cleaned between use or consider requiring personal headset use for all participants Consider extending the times between bookings to allow for appropriate decontamination of all areas and management of personnel Accurate records of instructor and student attendance on any given day must be maintained RAAus recommends implementation of protocols to ensure overcrowding does not occur and minimum physical distancing is

•

• •

•

• • •

•

maintained at the FTS premises RAAus recommends the use of appropriate hygiene protocols for all personnel at FTS premises and advise operators consider all participants use this prior to and post any flight activity Consider prescribing maximum numbers of personnel in attendance in FTS premises at any one time Consider implementing video or electronic communication processes for brief/debrief of Instructors and/or students pre and post the day’s activities to reduce personal interaction time Any student, pilot or instructor who feels unwell or has COVID-19 symptoms must notify their instructor and remain away from their RAAus Flight Training School facilities General health and hygiene measures must remain a priority throughout all interactions Where possible individual instructor/student pairing should be maintained for each training exercise Each student, pilot and instructor operating aircraft at their RAAus FTS should complete a RAAus COVID-19 Medical Declaration or equivalent which must be retained on file at the FTS https://members.raa.asn.au/storage/ health-declaration.pdf The FTS should implement a protocol for advisory information to relevant stakeholders if a participant at the FTS is confirmed as COVID-19 positive

11

BRIEFING/DEBRIEFING BRIEFING/DEBRIEFING

All briefing and debriefing activities will be conducted in an area that • is preferably an open space or if not practicable has appropriate space for All each briefing and in debriefing activities will berefer conducted an area that person attendance (FTS should to stateinguidelines) • is preferably an open space or if not practicable has appropriate space for • allows 1.5m physical distancing to be maintained during the briefing each person in attendance (FTS should refer to state guidelines) • has adequate airflow and ventilation - consider the appropriateness of • any allows 1.5m physical distancing to be maintained during the briefing air conditioner installed • has adequate airflow ventilation - hygiene considerprotocols the appropriateness of • has appropriate meansand of maintaining any air conditioner installed • is regularly cleaned and disinfected in accordance with health guidelines • has appropriate means of maintaining hygiene protocols • is regularly cleaned and disinfected in accordance with health guidelines

AS AN AIRCRAFT MAINTAINER, AS AN AIRCRAFT MAINTAINER, HOW CAN I PROTECT MYSELF? HOW CAN I PROTECT MYSELF?

As an aircraft maintainer, you could be exposed to COVID-19 in situations such as when have close contact someone withtoCOVID-19, you touch surfaces As an you aircraft maintainer, you with could be exposed COVID-19when in situations such as when while repairing aircraft, interiors that have been touched or handled by a person with you have close contact with someone with COVID-19, when you touch surfaces while COVID-19, or by touching your mouth, nose, or eyes. repairing aircraft, interiors that have been touched or handled by a person with COVID-19, or byfollowing touching recommendations your mouth, nose, have or eyes.

The been made to assist maintainers: • Limit close contact with others by maintaining a distance of at least 1.5m, The following recommendations have been made to assist maintainers: when possible.

• Limit close contact with others by maintaining a distance of at least 1.5m, • when Practice routine cleaning and disinfection of frequently touched surfaces. possible.

Use gloves where possible whenever you of touch surfaces that are possibly • Practice routine cleaning and disinfection frequently touched surfaces. contaminated.

• Use gloves where possible whenever you touch surfaces that are possibly • contaminated.

Proper hand hygiene is an important infection control measure. Wash your with soap water for at least 20 seconds.

If soap and water • hands Properregularly hand hygiene is an and important infection control measure.

Wash your are not readily available, use an alcohol-based hand sanitizer containing at hands regularly with soap and water for at least 20 seconds. If soap and water least 60% alcohol. are not readily available, use an alcohol-based hand sanitizer containing at • Key to clean hands in general include: leasttimes 60% alcohol.

–

Before, during, and after preparing food • Key times to clean hands in general include: –– Before eating food Before, during, and after preparing food –– After using thefood toilet Before eating –– After blowing your nose, coughing, or sneezing After using the toilet • Additional times to clean hands on the job include: – After blowing your nose, coughing, or sneezing –

Before and after work shifts • Additional times to clean hands on the job include: –– Before Before and and after after work work breaks shifts –– After touching frequently touched surfaces Before and after work breaks –– After removing any personal protective equipment (PPE) After touching frequently touched surfaces –– After performing maintenance tasks such as handling contaminated surfaces After removing any personal protective equipment (PPE) • Avoid touching your maintenance eyes, nose, ortasks mouth.

– After performing such as handling contaminated surfaces • yourplease eyes, nose, mouth.

For Avoid furthertouching information revieworthe Safe Work Australia COVID 19 Safe Workplace Principles: h

ttps://www.safeworkaustralia.gov.au/covid-19-information-workplaces/ For further information please review the Safe Work Australia COVID 19 Safe Workplace Principles: other-resources/national-covid-19-safe-workplace-principles h ttps://www.safeworkaustralia.gov.au/covid-19-information-workplaces/ other-resources/national-covid-19-safe-workplace-principles

12

12

OCCURRENCE REVIEW FIRST HALF OF 2020 The following data has been recorded from the RAAus occurrence management system (OMS) during the first half of 2020.

Accidents

25

Incidents

54

Complaints

19

Defects

18

Hazards

10

Top Occurrence Types 1.

Engine Failure or Malfunction

2.

Near Miss

3.

Airspace Infringement

4.

Bird Strike

5.

Loss of Control

6.

Landing gear issues

7.

Hard Landing

It is a legal requirement for pilots to report occurrences – Reports can be submitted at reporting.raaus.com.au For further information on reporting and safety information, members can go to safety.raaus.com.au

Airspace Infringements - Sunshine Coast Sunshine Coast continues to be a hotspot for regular airspace incursions.

RAAus receives reports from both pilots and Airservices Australia and reminds members of the importance of thorough flight planning including the use of updated charts and awareness of airspace changes.

13

OCCURRENCE INFORMATION SUMMARIES Occurrence Type:

Complaint

Occurrence Classification:

Pilot non-compliance

Injuries:

Nil

Damage:

Nil

Description: RAAus received a complaint submitted into our occurrence management system with allegations of a pilot conducting cross country flights without a current BFR or cross country endorsement.

Outcome and Learning Opportunity: RAAus contacted the pilot who was aware that his BFR was overdue and that he did not hold a cross country endorsement.

During our investigation the pilot admitted to operating the aircraft on the reported flight.

deflection. The pilot reported that the aircraft yawed and rolled sharply to the left flying low over the runway before the left wing dropped impacting with the ground and cartwheeling the aircraft onto its nose. The aircraft continued to rotate onto its right wing before impacting the ground tearing off the undercarriage and damaging the tail assembly.

Both occupants exited the aircraft with minor injuries. The aircraft was destroyed.

Outcome and Learning Opportunity: RAAus attended the site of the accident in order to collect the rudder cable for further inspection.

It was found that the manufacturer had used insufficient crimping of the rudder cable swage.

Heat shrink used by the factory over the swage made visual inspection impossible resulting in the issue not being identified.

The pilot was issued a temporary suspension of their recreational pilot certificate. The certificate was reinstated after further training was completed with a CFI for the issue of a cross country endorsement and a BFR was completed.

RAAus immediately contacted all owners of the aircraft type informing them of a potential defect with the rudder cables in order to ensure the continued safety of other aircraft owners. RAAus contacted the manufacturer of the aircraft who has issued a mandatory service bulletin for the aircraft.

As the pilot was identified to be operating without a current BFR, this was identified as a breach of Section 20AB of the Civil Aviation Act (1998) and as such, RAAus was required to notify CASA of the details of the occurrence and actions taken.

Members are reminded of the importance of reporting defects to ensure that RAAus is able to investigate potential safety concerns for all members.

Flying members are reminded that they are responsible for ensuring they hold a current BFR and the appropriate endorsements prior to conducting any flight.

Occurrence Type:

Accident

Occurrence Classification:

Technical Failure

Injuries:

Minor

Damage:

Destroyed

Description: At approximately 20 feet AGL on final approach to land, the pilot reported a bang and complete right rudder failure resulting in full left rudder

14

Occurrence Type:

Incident

Occurrence Classification:

Hard Landing

Injuries:

Nil

Damage:

Major

Description: During a 100 hourly inspection, a maintainer reported finding extensive damage to a club operated aircraft.

Initial damage showed the nose wheel fork was bent to the right approximately 10mm, a tear in the belly skin, distortion of the belly hatch area and evidence of the nose leg contacting the side sheet

edges. Further inspection revealed more extensive damage including multiple cracks in the airframe.

other event may result in subsequent danger for other pilots which must be avoided.

This damage did not exist during maintenance completed less than 3 months previously, however no landing incident had been reported to the club or RAAus.

Members are also reminded of the importance of conducting a go-around in the event that a stable approach and landing cannot be achieved which will assist in avoiding landing incidents.

Outcome and Learning Opportunity: An interview with the maintainer confirmed that there was in excess of $20,000 worth of damage to the aircraft which required repair. Further investigation was to be conducted by the club in order to determine the pilot in command at the time of the incident. It is unknown how many times the aircraft had flown after the landing damage occurred prior to 100-hour inspection.

Occurrence Type:

Incident

Occurrence Classification:

Near Miss

Injuries:

Nil

Damage:

Nil

Description: During a dual training flight a student and instructor tracked to join overhead at their local airport, making appropriate radio calls reporting location and intentions.

Another aircraft reported to be in the same area also joined overhead.

Visual sighting was confirmed by both aircraft.

While approaching the aerodrome visual sighting of the other aircraft was lost and an overhead join was continued. The student reported overhead and confirmed intentions. The circuit direction for the runway in use was a right hand circuit.

Whilst on descent to join crosswind the other aircraft was identified making a left hand circuit on a collision course. Evasive action was taken to prevent a collision with the aircraft passing less than 200 metres apart.

RAAus regularly receives reports relating to undercarriage damage and collapse. An undercarriage collapse on take-off or landing may result in serious injury and extensive damage to an aircraft.

It is extremely important that members conduct a thorough pre-flight inspection prior to flight as identification of damage to an undercarriage may result in avoiding further damage or injury.

Pilots have a responsibility to report hard landings to RAAus as well as the aircraft owner and maintainer as a hard landing inspection is required after such an event. Damage as a result of a hard landing may not be visible to the pilot and may require further inspection from a maintainer. Failure to report a hard landing or

Outcome and Learning Opportunity: RAAus reviewed previous occurrence reports to ensure multiple events of this nature were not reported at the aerodrome. As the other aircraft was VH-registered, RAAus provided information to CASA for further follow-up.

In 2019, near miss events were one of the most common occurrence types reported to RAAus. In Australia, a number of fatal accidents have occurred as a result of mid-air collision or near miss occurrences where a loss of control event has occurred whilst attempting to avoid collision with another aircraft.

Near miss occurrences may occur during any phase of flight, however are most commonly reported within the vicinity of an aerodrome.

Pilots are reminded to maintain a good lookout and not to rely on radio calls for situational awareness.

If your aircraft is equipped with a radio, then this should be used in addition to maintaining a good

15

lookout to improve awareness of other airspace users and to ensure other aircraft are aware of your location and intentions.

Members are reminded of the importance of maintaining standard circuit procedures at all times and familiarising yourself with aerodrome procedures prior to flight. Abnormal circuit procedures increase the likelihood of near miss events within the circuit as an aircraft may not be located where other users expect an aircraft to be operating or may make visual identification difficult. For example, if a high-wing aircraft is downwind at 1000 feet AGL, and a low wing aircraft is downwind at 1200 feet AGL then the resulting visibility limitations due to the wing positioning on each aircraft, may prevent visual sighting of the other aircraft. In addition to this, the aircraft operating at standard circuit height is maintaining a lookout at the same altitude and may not expect another aircraft to be operating at a non-standard height.

Pilots should also consider how differences in aircraft performance may affect circuit patterns of other aircraft and ensure they adjust their circuit to maintain their sequence relative to traffic already established in the circuit . For example, a 172 may conduct a wider circuit pattern than an RAAus aircraft which may result in pilots having to extend their normal circuit pattern ensure separation is maintained.

Pilots must remember that their eyes should be focused outside 80% of the time – Lookout, lookout, lookout!

Occurrence Type:

Complaint

Occurrence Classification:

Low Flying in unregistered aircraft

Injuries:

Nil

Damage:

Nil

Description: RAAus received a complaint regarding low level aircraft activity over a beach in WA. Information received reported that the pilot made 3 low passes at an estimated height of 50 feet AGL. Video evidence was collected by a member of the public on the beach which was submitted with the report.

16

Outcome and Learning Opportunity: RAAus reviewed the pilot and aircraft information determining that the aircraft was unregistered at the time of the occurrence. RAAus made contact with the owner of the aircraft who confirmed he was the pilot in command on the day of the flight.

Initially the pilot stated he was operating at 500 feet AGL, however when advised RAAus was in receipt of photographic evidence, the member became aggressive and defensive during his interactions with RAAus staff. RAAus requested further information relating to why the low level operation was conducted and confirmation that the pilot was aware of their legal requirements in relation to the conduct of low level operations in an RAAus aircraft.

RAAus operates an open and fair reporting culture in order to work with members. As RAAus was unable to achieve cooperation with this member they were notified that a formal process would be initiated under the RAAus Occurrence and Complaint Handling Manual. Further attempts to have the member cooperate with RAAus were unsuccessful resulting in a temporary suspension being applied to the member’s recreational pilot certificate. RAAus informed the member that any future proven breaches may result in a more serious disciplinary action.

Low level flying over a populated area is a violation of RAAus and CASA rules and is considered a reckless act. This type of occurrence is dealt with using the framework set out in our Occurrence and Complaint Handling Manual.

Members are reminded that low level operations are only permissible when following the requirements of the Operations Manual which include holding a low level endorsement and with land owner permission.

RAAus has investigated a number of serious and fatal accidents for which low level operations were a contributing factor. Members who intend to carry out low level operations should seek the required training in order to equip themselves with the necessary skills to conduct low level operations safely and compliantly.

The preceding occurrence summaries have been selected for member educational purposes only.

These examples have been provided as they offer opportunity for member education, to improve visibility of occurrences, and in an attempt to prevent similar events from occurring in the future. These summaries are not supplied to attribute blame to anyone involved and have been de-identified for use. Some details may have been omitted or slightly modified as required for inclusion in this publication.

Disclaimer

The information within this publication has been prepared by Recreational Aviation Australia to assist members in managing their risks associated with COVID-19 whilst undertaking recreational flying, flight training and aircraft maintenance. RAAus is an aviation administrative body and as such cannot provide official information related to health and workplace safety requirements.

RAAus encourages members to continue to refer to guidelines published by relevant state and federal health departments, including any restrictions that may be enforced in relation to a member’s ability to undertake any activity related to recreational flying.

This guidance material provides measures that aim to reduce the risks related to COVID-19 to as low as reasonably practicable.

The following resources should be referenced for the latest state and federal health information and updates on restrictions in relation to COVID-19:

The Australian Government Department of Health https://www.health.gov.au/news/health-alerts/novel-coronavirus-2019-ncov-health-alert Safe Work Australia https://www.safeworkaustralia.gov.au/covid-19-information-workplaces Individual State Health Departments NSW

https://www.nsw.gov.au/covid-19

VIC

https://www.dhhs.vic.gov.au/coronavirus

QLD

https://www.qld.gov.au/health/conditions/health-alerts/coronavirus-covid-19

SA

https://www.covid-19.sa.gov.au/

WA

https://www.wa.gov.au/government/covid-19-coronavirus

NT

https://coronavirus.nt.gov.au/

TAS

https://www.coronavirus.tas.gov.au/

ACT

https://www.covid19.act.gov.au/

Future editions of Licence to Learn will be delivered to RAAus subscribers digitally or in print as part of our regular safety updates. To make sure you don’t miss out, visit our website to subscribe to our newsletters today.

RAAUS.COM.AU Additional Aviation Safety Resources: https://members.raa.asn.au/safety/ https://www.raa.asn.au/our-organisation/covid-19-updates/ https://www.casa.gov.au/about-us/covid-19-advice-industry/fit-fly www.airservicesaustralia.com/publications/safety-publications/ www.casa.gov.au/publications-and-resources www.defence.gov.au/DASP/Media/DASAPublications.asp https://airports.asn.au/airport-safety-week-resources/ www.aopa.org/training-and-safety/air-safety-institute 17