Occurrence Reports

Fatal Accident (2) including one glider.

Airprox Reports (22).

Engine Failures (24), including rough running.  Lycoming (8), Rotax 912 (4), Continental (2), Austro diesel (2), TAE 125 (2), RR Merlin (2), DH Gipsy (2), Jabiru (1), Hirth (1).

Fuel/Energy Exhaustion (1), Pipistrel SW121 electric, engine stopped after landing.
Landing Accidents (17).
Take-off accidents (3)
Runway Excursions (5).
Runway Incursions (5)
Tyre Failures (25).  This greatly increased monthly figure is probably due to an increase in reporting, which is useful because tyre failures are a safety hazard that can cause runway excursions and often close a runways for a significant period, creating a hazard to other aircraft.  Operators may wish to consider regular tyre pressure checks which may reduce the incidence of failures.
Landing gear (35).  Of these, 24 events were an indication fault and 6 required emergency gear extension, all landed safely.  It is worth noting that in some retractable Piper models (and possibly other types) the green gear down lights are dimmed when the nav lights are on and cannot be seen in daylight.  There were 5 brake failures. One case of nose-wheel shimmy on landing caused the avionics to fail.
Maintenance Reports (7).
Tech failures Following Maintenance (3), including pitot/static lines not connected
Taxiing Events (12).
Cockpit Smoke (!), CO Warning (1).
Loss of Comms (2).
IFR Level Bust (4)
VFR Level Bust (3), exceeding not above altitude.
Hatch/Door Opened in Flight (3)
Alternator/Electrical Failure (1).
ATC Coordination of IFR GA Flights (3)  
Bird Strike (1), with leading edge damage.
Landed without clearance (1)
Took Off without Clearance (2).
External Load Dropped (1), (Heli)
Rotor Downwash (1).
Wake Turbulence (3).
Wrong Runway (3)

 Airspace Infringements (117), 

T indicates areas where training could be improved effectively.  S suggests that systemic improvements could be implemented. 
IFR traffic affected, i.e. delayed, descent stopped or vectored around the infringer (7).

Airspace categories affected were:
Class No -------------------------------------------------
TMA A 16
CTA D 32
CTA Base 1500ft D 20
CTR D 19
CTR D 6 To/from an AD wholly or partly within a CTR.  Four were aerobatics during a display.
ATZ G 9 Inc gliding sites
Danger area G 4
 Various contributory factors were:
Inadequate planning (5).T
Weather Factors, including turbulence (9)
Transponder faulty or mode C over reading (8). One reporter wrote that it was very difficult to see in turbulence; some are.  In two cases the transponder was known to overread but the fault was not recorded or rectified.  The pilots concerned didn’t know of the fault. S
Lack of Knowledge (1), regarding altimetry. T
Take Two (4). T
Misidentified surface features, lateral navigation error or misread the moving map (4).
Relative navigation (6)
Confusion of CAS bases (9), including moving map presentation. S
Chart obscuration (4) cases reported or evident
Altimetry (7), one of misreading the altimeter, four were use of QFE beneath CAS, one was using QNH beneath a CTA defined by flight level and one had set standard 1013 hPa beneath CAS defined by altitude.  One recently qualified pilot on a short navex between two airfields, both underneath and adjacent to CAS, started on QNH (which was the same at both airfields), changed to the RPS after departure then set destination QFE, which contributed to the infringement.  The AIP altimeter setting section gives useful guidance and does not recommend use of the RPS when beneath CAS.
Climbed too soon (3)
Descended too late (2)
Manchester LLR (5), one of which was incorrect squawk whilst in contact with Manchester and in receipt of a clearance.  No squawk was advised. S
North Weald Departures/ Arrivals (6). S
Moving map failure (7), 5 of which were due failed link with Sky Echo or Pilot Aware and subsequent distraction. S
Farnborough CTR/CTA (11) S
Workload (7), instructing or task (5), tech problems, mainly loss of Sky Demon (7), passengers (2)
Instrument scan (6).Lookout, Attitude, Instruments, particularly altimeter and VSI. Altitude keeping errors are often caused by failing to observe these instruments frequently T.
Frequency Monitoring Code not used or pilot not listening (5) T.
London FIS (7).Guidance as to when this service might be useful is required. S & T.
Glider infringements (2)
Misunderstood clearance (2)
Wrong squawk (2)
Wrong frequency (1), neither Sky Demon nor chart indicated an aerodrome frequency change.  Check NOTAMS.
Wrong heading (1).
Sky Demon warning supressed (1) S
ATC shift changeover (1). S
Sky Echo fell off the windscreen. S
Instructor on board (9), often distracted by explaining something to a student.
Student solo (6)

Many of the above infringements were small, that is less than 200ft altitude or less than one minute in duration.  This is partly indicated by the small number of occasions when IFR aircraft were affected.