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Occurrences

A selection of recent occurrences is shown strictly for the purpose of maintaining or improving aviation safety and should not be used to attribute blame or liability.

A/C diversion following loss of oil pressure, full emergency. 

At 14:24, Approach received a phone call from Control to advise of a light aircraft en route had suffered a total loss of oil pressure and had oil on the windscreen and intended to divert back to Airport. The aircraft had 1 POB. The emergency plan was activated at this time and a Full Emergency initiated. Control returned phone calls to keep us up to date on the position of the aircraft. At 14:25 the aircraft was on a bearing 340 degree, at 68 miles. At 14:28 the aircraft was on a bearing 337 degrees, at 61 miles. These details were passed to the local Search and Rescue unit. The rescue helicopter departed at time 14:35. At 14:37, the aircraft was on a bearing 332 degrees, at 38.8 miles. The aircraft routed to the overhead before joining left hand downwind to land at time 14:53. On landing, the aircraft vacated to taxiway, where the engine ceased to work and the aircraft came to a stop at time 14:55. The runway was inspected at 15:05 and found to be clear, taxiway remained closed due to the aircraft blocking it. Full Emergency stood down by Fire Chief at time 15:14.

Runway Closure due to burst tyre. 

An aircraft was undertaking night solo circuit training. The student had just completed 4 dual circuits in which the aircraft conducted touch and go approaches. The student was downwind on his first night solo circuit and was informed of traffic inbound but there would be enough time to conduct a 'stop-go' landing with a back-track of the runway. The aircraft called final to land and was cleared to land. The aircraft landed and after a short period was cleared by the controller to "one-eighty back-track and line up runway". Unknown to the controller was that the student had attempted a touch and go but had subsequently aborted when he realised that he should be landing and burst both main tyres due excessive breaking.

Prolonged loss of communication (PLOC).
 
 
A/c (northbound at FL120) had been on frequency for approximately 15mins and had been responding to ATC instructions. At approximately 1238z the TAC gave a heading instruction to the a/c but he failed to respond. A number of attempts were made to contact the aircraft, without success. The TAC asked an adjacent aircraft to try a relay and the TAC also instructed the a/c to squawk identity if he was receiving the transmission. All of these attempts to contact the aircraft were unsuccessful. I contacted the sector that had previously worked the aircraft to see if it had reverted to that frequency and also contact the next sector to see if the aircraft had taken a frequency change in error. The LAS was notified of the loss of communication and they contacted D&D, who tried to contact the aircraft on 121.5. The sector was very busy at this time but a number of attempts were made to contact the a/c over the following minutes. At approximately 1249z (11mins later), communication was
re-established and the a/c was transferred to the next frequency (133.8). When the pilot was asked why communication had been lost and he responded that his radio was turned down low and the frequency was very busy and he had missed the numerous calls to try and contact him.

Unidentified A/c in dangerous manoeuvres against our A/c. 

After 10 minutes into a normal AEF sortie, the aircraft was being climbed through altitude 4000ft, in order to gain altitude and clear airspace for aerobatics. Traffic information was passed by ATC and a white low wing aircraft was seen closing. No FLARM or TAS indications were seen and I questioned ATC and they confirmed primary contact only. The other ac then started to manoeuvre around and closer to my ac, closing inside 0.5-1nm and it appeared to be trying to position and maintain in my 6 o'clock. I attempted several turns to move away but the aircraft persisted then broke away to the right, before again manoeuvring to position very close behind in my 6 o'clock. At this stage I elected to descend to lower level in an attempt to move away, while informing ATC of the descent and attempting to reassure the cadet. The other ac then broke away. I curtailed the sortie and recovered to the airfield. The uninvited actions by the other pilot curtailed my sortie, compromised safe separation and degraded my ability to monitor other traffic and ac systems for the duration of the incident. After landing, I spoke to the APP Controller who confirmed my recollection of the incident and positioning.

Aircraft entered runway and lined up without requesting departure. 

I was the AFISO under training at the Airfield having been on duty since 0900 local. Aircraft called for taxi and so I passed departure information for a land away flight. The aircraft taxied to holding point for the runway without incident and performed departure checks. Whist holding at the holding point another aircraft, who was just airborne, passed cloud base information which I acknowledged. I then saw the first aircraft enter the runway and proceed to line up without requesting departure. I requested a radio check to establish if communication had been lost but the aircraft responded readability five. I was content that it was safe for the aircraft to depart as there was no aircraft on final and the runway was un-obstructed so I said nothing more to aircraft on the RT. On climb out I did not mention the incident to aircraft in order to keep crew distraction to a minimum. 

Smoke in cockpit prior to engine start. 

Master switch on, followed by Avionics switches (2) on. Both crew noticed burning smell, shortly followed by visible blue smoke rising from beneath the radio stack / between fuel and prop levers. Master switch immediately switched off. Smoke reduced and ceased. Crew attempted to remove the BCF from beneath P2 seat as a precaution - crew unable to remove the BCF due to the position of the seat. Crew were unable to push seat any further back due to stoppers in the seat rails. BCF was eventually removed when P2 went into the main cabin and removed the BCF from behind the seat, as opposed to the expected front foot well.

Engine failure after take-off.

While I was working in the TWR position, A/c was cleared for take-off and was subsequently airborne at 1504UTC. Shortly after take-off the pilot declared he had lost engine power and would be landing the aircraft in a field to the south of the aerodrome. This is lead me to believe an aircraft accident was imminent off airfield and the crash alarm was sounded as per unit instructions. Very shortly after this the pilot declared he had regained engine power and wished to make a priority landing back at the airfield. The RFFS were made aware of this and the aircraft landed back at 1508UTC with the RFFS in attendance. The pilot was asked if he required any further assistance after landing but instead elected to taxi back to parking under his power which he did so with the RFFS following. After shutting down the RFFS terminated the incident at 1514UTC.  

Runway incursion by man on bike

I noticed a person riding a bike across the apron and then across the upwind third of runway toward the north eastern corner of the airfield. An aircraft had just landed on the runway but was coming to a stop at the time the person on the bike crossed and reported visual with that person.


 



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