Incidents before 27 November 2003 - no emotive media releases, no Category 3s (Part 2)
16. AIRLINE TAKES EVASIVE ACTION TO AVOID COLLISION – NO ATSB PRESS RELEASE
26 April 2001 – Bundaberg
Occurrence number 200102041. Incident category 5.
While taxiing for take-off, the crew of an air transport Jetstream made the necessary radio calls and had no responses from any aircraft. During the initial climb at 900 ft, the crew of the Jetstream observed a Rans S-7 aircraft joining the circuit on the downwind leg at 1,000 ft. Evasive action was taken by the crew of the airline aircraft to avoid a collision.
17. FOKKER F50 – ON COLLISION COURSE AND TOOK EVASIVE ACTION
27 April 2001 – Geraldton
Occurrence number 200102038. Incident category 5.
While taxiing for take-off on runway 03, the crew of an air transport Fokker F50 made the necessary radio calls and had no response from any aircraft. During the initial climb the crew was alerted by the pilot of a Cessna 172 who advised that they were “closing in on a C172”. The crew then observed the Cessna on a collision course and took evasive action. The pilot of the Cessna did not have the transponder turned on and the airline aircraft’s TCAS did not activate.
18. “CLIMB, CLIMB” UNALERTED SEE AND AVOID
5 May 2001 – Williamtown
Occurrence number 2001021008. Incident category 5.
During the descending approach, the air transport Dash 8’s TCAS RA activated with a “monitor vertical speed” and then a “climb, climb” command. The crew complied with the climb command and the RA ceased but they did not receive a “clear of conflict” message. The crew continued the approach when they felt it was safe to do so.
19. FOKKER 28 JET – UNALERTED SEE AND AVOID
15 June 2001 – Gove
Occurrence number 200102854. Incident category 5.
While joining the circuit crosswind for runway 13 at 1,500 ft AGL, the air transport Fokker 28 aircraft’s TCAS TA activated on an aircraft in close proximity. The crew’s attempt to contact the other aircraft were unsuccessful. The other aircraft appeared on the TCAS system to track from NE to SW and overflew the aerodrome at 1,500 ft AGL. The crew did not sight the other aircraft.
20. AIR TRANSPORT DASH 8 UNALERTED SEE AND AVOID
21 June 2001 – Port Macquarie
Occurrence number 200103741. Incident category 5.
Approaching 1,000 ft during entry to the circuit the air transport Dash 8 aircraft’s TCAS activated a TA. The crew immediately confirmed visual acquisition with the traffic, a Mooney, but the Dash 8’s TCAS then activated an RA to climb. The crew resolved the confliction and later stated that the pilot of the Mooney had not responded broadcasts until after it was visually acquired.
21. AIR TRANSPORT BEECH 1900 ON COLLISION COURSE UNALERTED SEE AND AVOID
18 October 2001 – Roma
Occurrence number 200105064. Incident category 5.
An air transport Beech 1900 was on descent into Roma and was monitoring the airport frequency. A charter Shrike Commander departed Roma, made all appropriate calls, and climbed to 9,500 ft. At 1654, the crew of the Beech 1900 observed the Shrike Commander on a collision course and turned right to avoid the aircraft. Neither crew had heard the radio broadcasts of the other.
22. AIRLINE CARRIES OUT AVOIDANCE MANOEUVRE UNALERTED SEE AND AVOID
25 November 2001 – Williamtown
Occurrence number 200105652. Incident category 5.
Numerous radio calls made by two inbound aircraft failed to elicit a response from a departing VFR Cessna 172. The Cessna commenced its take-off roll as an inbound air transport Beech 1900 aircraft was joining crosswind. The pilot of the airline aircraft carried out an avoidance manoeuvre to join mid crosswind. Another regional airline aircraft was on final when the departing Cessna passed behind an approximately 600 ft above.
23. BAe146 JET IN CONFLICT – UNALERTED SEE AND AVOID
21 December 2001 – Port Hedland
Occurrence number 200106120. Incident category 5.
Shortly after take-off, the crew of the air transport BAe146 jet observed an inbound target on the TCAS, which would have placed both aircraft in conflict had the crew maintained their initial departure profile. All mandatory departure calls were made, with the inbound aircraft not responding. A visual manoeuvre was made to avoid any potential conflict with a Piper Cherokee.
24. AIR TRANSPORT BEECH 1900 MAKES EVASIVE TURN TO AVOID COLLISION UNALERTED SEE AND AVOID
26 February 2002 – Devonport
Occurrence number 200200916. Incident category 5.
During the initial climb, the crew of an air transport Beech 1900 observed a Hughes helicopter close in their 1230 o’clock position forcing the pilot to undertake an evasive turn of 30 degrees to the left. The helicopter pilot had not responded to earlier calls and the airline crew was not aware of its presence.
25. AIR TRANSPORT METRO IN NEAR COLLISION OVER THE NOSE UNALERTED SEE AND AVOID
14 March 2002 – Tennant Creek
Occurrence number 200201383. Incident category 5.
The crew of an air transport Metro reported that they had made all the required calls during approach. AT about 300 ft on final for runway 07, the crew suddenly saw a Cessna 182 “go sailing past” over the Metro’s nose and land on runway 11. The crew of the Metro had no choice but to continue the approach to land as a go-around was not possible. Attempts to contact the Cessna pilot were unsuccessful.
26. AIR TRANSPORT DASH 8 REQUIRES “EVASIVE ACTION” TO AVOID COLLISION
16 November 2002 – Longreach
Occurrence number 200205747. Incident category 5.
While the crew of an air transport Dash 8 was backtracking on runway 04, a Cessna 172 on short final for runway 04 continued the approach to within 70 ft and 200 metres from the Dash 8. The airline crew took evasive action to vacate the runway onto taxiway Bravo.
27. AIR TRANSPORT SAAB NEAR COLLISION ON RUNWAY UNALERTED SEE AND AVOID
9 April 2003 – Bathurst
Occurrence number 200301757. Incident category 5.
During the landing roll, the crew of an air transport Saab sighted a Cessna 150 aircraft approximately 150 metres ahead on the runway. Maximum braking and reverse thrust was applied and the aircraft stopped approximately 50 metres from the Cessna. The Cessna had no anti-collision or strobe lights on, and later reported lighting and radio difficulties.
28. AIR TRANSPORT SAAB PREVENTS COLLISION BY UNALERTED SEE AND AVOID
14 November 1999 – Mount Isa
Occurrence number 199905586. Incident category 5.
Upon arrival in the circuit, the air transport Saab aircraft had to turn to avoid a Cessna 182 from which no radio communications has been received. A collision was avoided through the use of unalerted see and avoid.
29. AIR TRANSPORT AIRCRAFT REJECTS TAKE OFF, PREVENTS COLLISION, UNALERTED SEE AND AVOID
14 December 1999 – Mount Isa
Occurrence number 199906187. Incident category 5.
An air transport Metro aircraft was back-tracking on runway 16 when the crew saw a Beech Baron aircraft commence its take-off roll. The airline crew unsuccessfully attempted to contact the pilot of the Baron. The Metro crew turned their aircraft around and vacated the runway as the Baron pilot transmitted and rejected the take off.
30. AIR TRANSPORT DASH 8 NEAR MISS/UNALERTED SEE AND AVOID
11 October 1999 – Taree
Occurrence number 199904884. Incident category 5.
The air transport Dash 8 aircraft was manoeuvring to intercept an outbound track when a TCAS TA showed conflicting traffic. The warning changed to an RA after the crew had sighted the traffic and it was behind their aircraft.
31. AIR TRANSPORT SAAB NEAR MID-AIR COLLISION 500 METRES APART
21 February 2000 – Casino
Occurrence number 200000679. Incident category 4.
The crew of an air transport Saab aircraft made the standard radio calls when departing Casino for Sydney. Passing 4,200 ft in climb they heard the pilot of a Mooney aircraft report south of Casino at 4,800 ft. The crew of the airline aircraft maintained 4,300 ft and sighted the Mooney in their left front at about 500 metres distance.
32. AIR TRANSPORT F27 UNALERTED SEE AND AVOID
2 November 1999 – Geraldton
Occurrence number 199905399. Incident category 5.
The crew of an air transport Fokker F27 initiated a go-around due to a Cessna 172 observed ahead on final. Despite several attempts by the airline crew, communications were never established with the Cessna.
33. AIR TRANSPORT DASH 8 UNALERTED SEE AND AVOID
29 November 1999 – Mildura
Occurrence number 199905740. Incident category 5.
The air transport Dash 8 aircraft was about to enter and backtrack on a runway when an air transport Fairchild Metro aircraft was sighted on a three mile final. No radio calls had been heard from the airline Metro on final despite the appropriate calls from the taxiing Dash 8 airline aircraft.
34. AIR TRANSPORT, NO RADIO CALLS, UNALERTED SEE AND AVOID
18 December 1999 – Ayers Rock
Occurrence number 199906001. Incident category 5.
Two air transport aircraft were scheduled to depart. The crew of an airline Boeing 737 entered the runway and did not make any radio calls until just prior to line up.
35. AIR TRANSPORT SAAB UNALERTED SEE AND AVOID
17 March 2000 – Wagga Wagga
Occurrence number 200000952. Incident category 5.
During descent, the TCAS of an air transport Saab aircraft activated an RA. The airline crew responded to the alert and later sighted another aircraft which had not responded to transmissions.
36. AIR TRANSPORT DASH 8 UNALERTED SEE AND AVOID
23 April 2000 – Mildura
Occurrence number 200001882. Incident category 5.
Shortly after departure, the crew of an air transport Dash 8 received a TCAS/TA alert. No traffic was sighted.
37. AIR TRANSPORT SHORTS 360 – RA MAY HAVE AVOIDED COLLISION WITH NAVAJO
30 April 2000 – Maryborough
Occurrence number 200001573. Incident category 5.
The crew of an air transport Shorts 360 aircraft were inbound for a GPS approach and contacted the pilot of a charter Navajo aircraft, which was inbound for an NDB approach. The Navajo pilot agreed to hold at 4,000 ft while the airline aircraft conducted the GPS approach. The Navajo pilot was holding at 4,000 ft when he thought he heard the crew of the Shorts broadcast that they were visual. The Navajo descended to lowest safe altitude of 1,700 ft to commence the NDB approach. The Saab crew then reported that the runway was not visual and broadcast that they had commenced a missed approach. The Navajo pilot heard this broadcast, checked the instrument approach plates and realised the two aircraft would conflict. He advised the Shorts crew of his altitude and location. A short time later, the pilot of the Shorts aircraft reported that they received an ACAS RA. The airline crew increased the rate of climb until the ACAS indicated that the aircraft was clear of the conflicting traffic.
38. SHORTS 360 UNALERTED SEE AND AVOID
11 May 2000 – Hervey Bay
Occurrence number 200002102. Incident category 5.
The crew of an air transport Shorts 360 aircraft was joining crosswind when the TCAS activated a TA. The other aircraft replied with a departure call after a query from the airline crew. The Shorts crew had been monitoring the frequency for at least 6 minutes and had heard no previous radio transmissions.
39. AIR TRANSPORT BAe146 JET NEAR MID-AIR COLLISION, UNALERTED SEE AND AVOID
21 May 2000 – Karratha
Occurrence number 200001919. Incident category 5.
An air transport BAe146 was on descent in the MBZ when conflicting traffic was observed by the crew on the TCAS, approximately 6 nm ahead, 400 ft below their current level and climbing. No radio broadcasts had been heard. The airline crew altered their heading by 90 degrees to the right, and the pilot of the other aircraft, a Beech Baron, responded to the broadcast. The aircraft passed with a separation of 700 ft vertically and 2 nm laterally.
40. AIR TRANSPORT BAe146 UNALERTED SEE AND AVOID
1 July 2000 – Kununurra
Occurrence number 200002983. Incident category 5.
The crew of an air transport BAe146 aircraft were on climb at 3,500 ft when they observed an aircraft on their TCAS at the same altitude as they passed 1 nm to the east. The other aircraft, a Partenavia, did not appear to be maintaining a listening watch as required in published procedures.
41. AIR TRANSPORT SAAB USES TCAS TO SAVE UNALERTED SEE AND AVOID SITUATION
6 July 2000 – Mildura
Occurrence number 200003409. Incident category 5.
Passing 2,000 ft during climb to cruise, the TCAS of an air transport Saab activated a TA. The traffic was indicated at 8 nm and 1,200 ft above. Despite attempts as establishing contact, no response was received. When the aircraft were 2 nm apart, the flight crew of the airline aircraft were required to commence a descending left turn to avoid the traffic, a Beech Bonanza, which passed overhead.
42. 25 July 2000 – Hervey Bay
Occurrence number 200003338. Incident category 5.
While taxiing for departure from runway 29, the crew of an air transport Jetstream aircraft heard a radio transmission from the pilot of a Cessna Caravan reporting inbound. After some communication difficulties, it was agreed between the crews that the Caravan would remain north of the runway centreline. When the Jetstream became airborne, its TCAS activated an RA. The crew responded appropriately and formed the opinion that the Caravan had been positioned for a straight in approach to reciprocal runway 11.
43. AIR TRANSPORT BRASILIA NEAR MID-AIR COLLISION, UNLAERTED SEE AND AVOID
29 July 2000 – Mount Isa
Occurrence number 200003494. Incident category 5.
While descending through 4,000 ft, the pilot of the air transport Brasilia sighted opposite direction traffic 300 – 400 metres to the left and at the same level. The pilot of the other aircraft, a Cessna 210, had not acknowledged any broadcasts.
44. AIR TRANSPORT BAe146 JET UNALERTED SEE AND AVOID INCIDENT
7 August 2000 – Kununurra
Occurrence number 200003524. Incident category 5.
During the initial climb the flight crew of an air transport BAe146 received a TCAS/RA alert on two aircraft. The pilot of one of those aircraft, a Cessna 210, had earlier agreed to remain south of the runway centre line to assist deconfliction. The pilot of the second aircraft had not acknowledged any of the radio calls made by the flight crew of the departing aircraft.
45. AIR TRANSPORT SHORTS 360 UNALERTED SEE AND AVOID
8 August 2000 – Hervey Bay
Occurrence number 200003512. Incident category 5.
During the take-off roll the pilot of an air transport Shorts 360 became aware of conflicting traffic and rejected the take-off. The pilot of the conflicting Cessna 172 had not responded to radio broadcasts. The pilot of the Cessna later advised he had selected the incorrect frequency.
46. AIR TRANSPORT SAAB UNALERTED SEE AND AVOID
30 August 2000 – Cloncurry
Occurrence number 200003980. Incident category 5.
During the initial climb out of Cloncurry, the flight crew of an air transport Saab aircraft noticed the landing lights of a Beech Baron heading across their track. The flight crew had made taxiing calls and received no response. The Baron passed behind within 1,000 ft vertically and 1 nm.
47. AIR TRANSPORT SAAB UNALERTED SEE AND AVOID
20 September 2000 – Wagga Wagga
Occurrence number 200004294. Incident category 5.
While an air transport Saab aircraft was on a 2 nm final approach for runway 23, a Beech Baron taxied onto the runway and commenced a take-off run. No radio calls had been heard from the pilot of the departing aircraft.
48. AIR TRANPORT JETSTREAM UNALERTED SEE AND AVOID
21 September 2000 – Mount Isa
Occurrence number 200004405. Incident category 5.
While on descent, and having made all required radio calls without response, the crew of an air transport Jetstream noticed the aircraft’s TCAS activate an RA. Appropriate separation measures with a Cessna 404 were taken and the flight landed without further incident. In later discussion with the pilot of the Cessna, it was discovered that the Cessna had been experiencing radio problems.
49. AIR TRANSPORT METRO UNALERTED SEE AND AVOID
18 November 2000 – Mount Gambier
Occurrence number 200006477. Incident category 5.
Ground staff reported that while the air transport Metro aircraft was overshooting from a runway 18 NDB approach, an agricultural aircraft took off from the reciprocal runway 36. As the agricultural aircraft reached 200 ft AGL, the Metro passed over at 550 ft. The Metro was in fog (IMC conditions) and the crew did not see the agricultural aircraft. The pilot of the agricultural aircraft did not make any radio calls.
50. 31 January 2001 – Armidale
Occurrence number 200100172. Incident category 5.
During the approach, the TCAS of an air transport Dash 8 activated an RA. The flight crew immediately climbed the aircraft and the warning ceased. Other traffic in the vicinity was a Cessna 172 carrying out NDB Airwork, had the Dash 8 visual and was in radio contact.
51. AIR TRANSPORT BAe146 JET POTENTIAL COLLISION ON RUNWAY AVERTED
7 February 2001 – Mackay
Occurrence number 200100653. Incident category 5.
As the air transport BAe146 jet crew broadcast lining up on runway 14 from taxiway B, the pilot of a Piper Cherokee broadcast commencing the take-off run on runway 14. Both aircraft rejected the take off. The crew of the airline aircraft reported that radio traffic on 135.5 was very busy and approximately 6 aircraft were operating on the frequency at the time.
52. 12 February 2001 – Williamtown
Occurrence number 200100706. Incident category 5.
As the air transport Dash 8 approached the MBZ from the south, a Piper Navajo Chieftain departed the MBZ to the south and advised having the airline aircraft in sight. The Dash 8’s TCAS activated an RA for approximately 5 seconds.
53. 15 February 2001 – Laverton
Occurrence number 200100794. Incident category 5.
During the initial climb passing 300 ft AGL the air transport Fokker 27 aircraft’s TCAS activated a TA, followed shortly after by an RA. The crew made all appropriate calls and carried out the necessary action, however no other traffic was noticed.
54. AIR TRANSPORT JETSTREAM TCAS PREVENTS POTENTIAL COLLISION
9 March 2001 – Hervey Bay
Occurrence number 200101179. Incident category 5.
While approaching the airport, the pilot of an air transport Jetstream made all the appropriate calls. At 6 miles, the crew heard and unreadable radio transmission. While established on a 3 nm final for runway 29 the crew noticed a proximate traffic symbol on the TCAS indicating an aircraft at 6 nm on the other side of the aerodrome. When the airline aircraft was on final at 400 ft the crew noticed the other traffic, a Cessna 182, at approximately 200 ft on final for reciprocal runway 11. The crew of the airline aircraft commenced a go-around. The pilot of the Cessna stated he was having radio trouble.
55. AIR TRANSPORT FOKKER 27 RELYING ON UNALERTED SEE AND AVOID TO PREVENT COLLISION
9 March 2001 – Geraldton
Occurrence number 20010106. Incident category 5.
After the air transport Fokker 27 departed on climb to cruise passing FL110, the crew heard the pilot of a Cessna 172 give a 10 nm inbound call that consisted only of a circuit estimate. The crew of the airline aircraft had climbed through the level of the Cessna and were unaware of the aircraft’s position. No TCAS indication was received.
56. AIR TRANSPORT DASH 8 FORCED TO TAKE RA ACTION TO PREVENT POTENTIAL COLLISION
16 March 2001 – Taree
Occurrence number 200101196. Incident category 5.
An air transport Dash 8 was approaching the CTAF on descent to 3,000 ft. A Beech Duchess was opposite direction traffic departing on climb to 2,000 ft. The crew of both aircraft had previously agreed to maintain 1,000 ft separation until passing. The crew of the Dash 8 observed the Duchess on TCAS climb through 2,000 ft and an RA activated as the Duchess passed 2,600 ft on climb. The flight crew of the Dash 8 took appropriate action.
57. AIRLINE SHORTS 360 – UNALERTED SEE AND AVOID
2 August 2001 – Bundaberg
Occurrence number 200104020. Incident category 5.
A report was received that the flight crew of an air transport Shorts 360 aircraft selected the incorrect radio frequency for operations at Bundaberg. When their aircraft entered runway 14 for departure, they observed a light aircraft in the circuit area an upon checking their radios, realised the error.
58. AIR TRANSPORT SAAB UNALERTED SEE AND AVOID
5 August 2001 – Port Lincoln
Occurrence number 200103919. Incident category 5.
During the approach, the crew of an air transport Saab reported observing on TCAS an aircraft departing. The crew heard no radio calls from the aircraft.
59. VOLUME TURNED DOWN – UNALERTED SEE AND AVOID
25 September 2001 – Williamtown
Occurrence number 200104797. Incident category 5.
On descent, the air transport Beech 1900 made necessary calls and was advised traffic. The Beech and King Air established communication and the Beech would be number one for runway 12. When the Beech was downwind for runway 12, the Army aircraft transmitted downwind for runway 30. The Beech TCAS showed the Army aircraft to be 1 nm at 400 ft beneath on opposite direction. The Beech climbed to 2,000’. The crew of the Army aircraft reported that the aircraft’s radio volume had been inadvertently turned down due to turbulence inbound.
60. AIR TRANSPORT DASH 8 FORECED TO RELY ON UNALERTED SEE AND AVOID AND TCAS
9 November 2001 – Williamtown
Occurrence number 200105404. Incident category 5.
During the approach, the air transport Dash 8 aircraft’s TCAS RA activated. When inbound, traffic appeared on TCAS, 1 o’clock position at 12 nm flying level at 2,000 ft. The Dash 8 remained at 2,500 ft and tried to contact the aircraft on Brisbane Centre ATC frequency and the MBZ but no contact was made. The TCAS was then brought to a 6 nm range, and as this happened a TCAS RA occurred as the unidentified aircraft passed the Dash 8’s 2 o’clock position at 2 nm.
61. BEECH 1900 UNALERTED SEE AND AVOID
18 March 2002 – Port Macquarie
Occurrence number 200201380. Incident category 5.
An air transport Beech 1900 aircraft was on descent in visual conditions and the crew had made all required broadcasts. No acknowledgements were received. At about 5 nm north of Port Macquarie passing 1,500 ft, the crew of the Beech observed a Cessna 152 flying in the opposite direction and pass about half a mile to the left and 500 ft above them. Attempts to contact the pilot were unsuccessful.
62. 8 July 2002 – Hamilton Island
Occurrence number 200203297. Incident category 5.
During the early stages of the take-off roll of an air transport Dash 8, the crew rejected the take off due to a Squirrel helicopter becoming airborne in close proximity. The helicopter pilot said that the Dash 8’s rolling call was difficult to read. The airline aircraft backtracked and departed with no further incident.
63. DASH 8 UNALERTED SEE AND AVOID
28 July 2002 – Dubbo
Occurrence number 20203860. Incident category 5.
While taxiing for take-off, the crew of an air transport Dash 8 broadcast intentions and received a reply. During initial climb, the Dash 8’s TCAS activated an RA. The crew identified the aircraft on TCAS 300 ft above and the crew adjusted the climb accordingly.
64. UNALERTED SEE AND AVOID
30 November 2002 – Williamtown
Occurrence number 200206058. Incident category 5.
While at 4,000 ft in the MBZ and tracking to join a 5 nm final, the pilot of a King Air observed a helicopter less than one mile away, heading in the opposite direction at the same altitude. No communication had been heard from the helicopter.
65. UNALERTED SEE AND AVOID
25 January 2003 – Weipa
Occurrence number 200302520. Incident category 5.
While conducting circuits on runway 12, the crew of a military Super King Air observed a Cessna 172 lined up for departure on runway 30. The Cessna pilot taxied off the threshold after sighting the King Air on final, however the Cessna remained on the runway strip as the King Air landed. Discussions between the pilots revealed that the Cessna pilot had tried to communicate with the King Air pilot but had inadvertently depressed the map light button on the control column instead of the radio transmit button.
66. 9 February 2003 – Amberley
Occurrence number 200300860. Incident category 5.
While a Mooney was transiting, a Cessna 206 flew through the Mooney’s intended flight path, approximately 300 metres ahead. No communication was heard from the Cessna pilot.
67. DASH 8 UNALERTED SEE AND AVOID
10 March 2003 – Devonport.
Occurrence number 200301341. Incident category 5.
An air transport Dash 8 crew heard an inbound call from a Jabiru. Despite taxi and departure calls from the Dash 8, no further calls were heard from the Jabiru. During initial climb, the Dash 8 crew noticed the Jabiru straight ahead and in close proximity. The crew levelled the Dash 8 and the Jabiru passed directly overhead.
68. 16 November 2002 – Mackay
Occurrence number 2002006582. Incident category 4.
The crew of an air transport Boeing 717 was cleared to make a visual approach and was instructed to continue downwind. The 717 turned base and became in conflict with an air transport Dash 8 that was on final approach.
69. 10 March 2000 – Maroochydore
Occurrence number 200000928. Incident category 5.
A Cessna 210 aircraft was observed to taxi and take off from the MBZ without making any radio calls. An air transport Shorts 360, and another RPT aircraft, were both using the airfield at the time.
70. 3 January 2001 – Coffs Harbour
Occurrence number 200100040. Incident category 5.
During final approach to runway 03, the air transport Dash 8 aircraft’s TCAS activated an RA to climb. Visual separation standards were being applied by ATC and the flight crew had the other aircraft, a Cessna 172, in sight. The crew of the Dash 8 initiated a climb but then elected to continue approach and landing.
71. 9 May 2001 – Tamworth
Occurrence number 200102204. Incident category 5.
During the descent, an air transport Dash 8 aircraft’s TCAS activated with an RA to climb. The crew immediately complied and the warning ceased. Traffic in the vicinity was opposite direction on climb approximately 800 ft below.
72. 12 May 2001 – Alice Springs
Occurrence number 200102237. Incident category 5
An air transport BAe146 jet was departing via the 219 radial with instructions to maintain 4,000 ft. The pilot of a Cessna 210 inbound at 5,000 ft had the jet in sight and was tracking to pass behind. As ATC was attempting to pass traffic information to the airline crew, the pilot of the BAe146 reported receiving a TCAS RA.
73. 17 June 2001 – Mackay
Occurrence number 200102879. Incident category 5.
During the initial climb, the air transport Bae146 aircraft’s TCAS RA activated with a “descend” command, which the crew carried out. Two seconds later the “clear of conflict” message activated.
74. 12 March 2002 – Albury
Occurrence number 200201253. Incident category 5.
During the initial climb, the air transport Saab aircraft’s TCAS RA activated. The Saab crew reported sighting and passing within 1.5 nm of an air transport Dash 8 aircraft. ATC advised the crew of the Saab that visual separation standards were being applied and complied with at the time of the incident.
75. AIR TRANSPORT DASH 8 – BREAKDOWN OF SEPARATION STANDARDS
13 April 2002 – Tamworth
Occurrence number 200201741. Incident category 5.
The pilot of a Mooney aircraft contacted ATC inbound and requested an airways clearance when the aircraft was already in CTA. This resulted in an infringement of separation standards between the Mooney and an air transport Dash 8 aircraft. A traffic alert was issued as the vertical separation between the aircraft reduced to 800 ft. Vertical separation of 1,000 ft was then established and an airways clearance issued.
76. 29 June 2002 – Tamworth
Occurrence number 200002925. Incident category 5.
A departing Citation jet aircraft failed to maintain 4,000 ft visual as instructed and conflicted with an inbound Cessna 310 aircraft. A breakdown of separation occurred with an aircraft on the reciprocal track. No evasive action was required.
77. 10 October 2002 – Tamworth
Occurrence number 200205096. Incident category 5.
While on climb, the air transport Dash 8 aircraft’s TCAS activated an RA due to a Piper Chieftain operating in the vicinity. The ADC had advised both pilots of traffic. The pilot of the Dash 8 reported sighting the Chieftain and agreed to maintain their own separation.
78. 22 November 2003 – Tamworth
Occurrence number 200205830. Incident category 5.
While inbound and assigned 5,000 ft visual, the pilot of a Piper Cherokee aircraft descended to 4,300 ft without approval, resulting in a breakdown of separation with a Dassault Falcon 200 outbound on a practice NDB approach at 4,000 ft.
79. 15 May 2003 – Coffs Harbour (Note: ATSB says not a serious incident – no press release!)
Occurrence number 200302172. Incident category 4.
During a GOS approach to runway 21 in reduced visibility, a Beech King Air aircraft’s left main wheel stuck a breakwater in the harbour north of the aerodrome. The wheels on the left main gear detached from the aircraft. The pilot initiated a go around and operated visually east of the coastline to enable rescue and emergency services to position on the aerodrome. The aircraft landed safely a short time after.