Australian Transport Safety Bureau

An A320 flight crew continued an unstable approach into Hervey Bay Airport, on Queensland’s Fraser Coast, after being unable to activate aerodrome lighting, and unknowingly encountering a software issue, an ATSB final report details.
https://www.atsb.gov.au/news/2026/a320-crew-unaware-unstable-approach

Ship operator FMG International has amended engine management across its iron ore fleet, after the bulk carrier FMG Nicola lost propulsion in the main channel at Port Hedland, Western Australia.

https://www.atsb.gov.au/news/2026/erroneous-switch-activation-led-bulk-carrier-engine-shutdown

Road users are urged to maintain vigilance when entering passively controlled level crossings, at the conclusion of an investigation into a fatal accident near Cressy, in Victoria’s south-west.

https://www.atsb.gov.au/news/2026/cressy-level-crossing-collision

An ATSB occurrence brief details an engine failure and collision with terrain involving a Cirrus SR20 at Shellharbour Airport, NSW.

--What happened--
On 3 April 2026, the pilot of a Cirrus SR20 planned a private solo flight from Bankstown to Shellharbour, New South Wales. The pilot was planning to complete circuit practice and then return the aircraft to Bankstown.

During cruise to Shellharbour at 2,400 ft AMSL, while operating in autopilot mode, the fuel mixture was leaned[1] and the pilot observed multiple brief power reductions shortly thereafter. The vibrations lasted 1–2 seconds and did not persist, and the pilot elected to continue to Shellharbour as planned.

Having completed 3 non-eventful circuits on runway 24 at Shellharbour, a fourth circuit was commenced. While the aircraft was established on downwind, the pilot switched fuel tanks to conserve fuel. A landing and subsequent take‑off for a fifth circuit was then commenced. During upwind at approximately 350–450 ft AMSL, the pilot observed several momentary power losses followed by a sustained loss of power and a significant vibration. The engine was fluctuating between the production of power and loss of power.

The pilot was aware of the low altitude and low airspeed and conducted a forced landing in a vacant paddock to the west of the airfield. Prior to landing, the pilot confirmed that the throttle was in the full position with an accompanying rich fuel mixture and the fuel pump in the on position. Just prior to touching down, the aircraft entered an aerodynamic stall and collided with terrain resulting in substantial damage to the left wing and undercarriage. The pilot sustained minor injuries.

The post-flight engineering inspection revealed an induction leak at the no. 1 position induction pipe and a brief rough running magneto. Engineers replaced the no. 2 fuel injector nozzle and 2 of the magneto plugs.

--Cirrus airframe parachute system--
The Cirrus airframe parachute system (CAPS) is designed to safely lower the aircraft and its occupants to the ground, under parachute, in the event of a life-threatening emergency where activation is determined to be safer than continued flight, such as medical incapacitation or airframe failure. In this instance, due to the aircraft’s low altitude, the pilot did not deploy the parachute.

--Safety message--
During emergency operations at low altitude, pilots are encouraged to be decisive when selecting the appropriate landing area, as well as vigilant in maintaining the speed required for a forced landing to avoid a stall prior to touchdown. Should the aircraft enter an aerodynamic stall, execute the stall recovery technique.

[1] The mixture is leaned for stages of flight that would require less fuel to maintain efficient engine operation.

--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 has published an interim report from its ongoing investigation into the breakaway of four ships during a storm at the Port of Brisbane last year.

https://www.atsb.gov.au/news/2026/interim-report-details-brisbane-storm-ship-breakaways

A Piper Chieftain took off with an unsecured fuel cap, and the pilot had to conduct a single-engine landing in Meekatharra, Western Australia, after the right engine was starved of fuel.

Filler cap fault leads to fuel starvation and engine failure Our final report into the engine fuel starvation and single-engine ...

An ATSB occurrence brief details a partial pilot incapacitation involving a Cessna 402C north-east of Cunderdin, WA.

--What happened--
On 23 April 2026, the pilot of a Cessna 402C aircraft was conducting a passenger transport operation from Jandakot to Laverton, Western Australia, with 5 passengers on board. Prior to departure the pilot used the aircraft heater to defrost the windshield for approximately 7 minutes and recalled turning the heater off at approximately 0640.

Following the aircraft’s departure, while in the initial cruise phase of the flight, the pilot noticed a moderate oil leak from the left engine cowling vents. The pilot monitored aircraft performance, observed no abnormal indications, and determined the leak was likely from residual oil. The flight continued as planned at this stage, while the pilot continued to monitor the situation.

At approximately 0731, the pilot began to feel lightheaded and ‘zoned out’ momentarily. They then observed the carbon monoxide (CO) detection placard on the instrument panel had changed colour, indicating that CO was present (the image shows a photo of the placard in the aircraft on the left, along with CASA's exemplar placard showing no detection on the top right, and a placard showing detection on the bottom right).

The pilot immediately opened all available air vents, opened the cabin air controls, and confirmed the cabin heater was off.

Approximately 2 minutes later, observing no change to the CO indication, the pilot contacted air traffic control (ATC), requested traffic information, and amended their destination to Merredin. The pilot then commenced descent, communicated the change of plan to the nearest passenger, and asked the passenger to instruct all other passengers to open the air vents above their seats.

The pilot continued to self-monitor during descent, and determined their condition was not deteriorating. The wellbeing of the passengers was also confirmed, with none reporting ill effects of CO.

Once established in the circuit at Merredin, the pilot opened the aircraft’s storm window[1] and observed no change to the CO indicator and the aircraft landed safely.

Once on the ground, the pilot observed the oil leaks on the left engine. An engine inspection showed numerous components and hoses were covered in oil and a shallow pool of oil had formed at the bottom of the cowling. The upper cowling also showed signs of oil splatter on the inside forward of the vents.

--Engineering inspection--
The aircraft was subsequently inspected by an engineer flown out to Merredin with the replacement aircraft. No obvious correlation could be made between the oil leak and the CO detector. Ground runs were performed with no abnormal indications or subsequent oil leaks (beyond residual streaks).

As a further precaution, the operator removed the aircraft from service to conduct further engineering assessments. The heater was operated on the ground with the aircraft windows closed, and the engines not running. CO ingress was measured with a handheld CO monitor around the glareshield/demister and excessive CO was observed to ingress into the cabin.

The heater was subsequently removed for closer inspection. A loose item, that looked like a silver crush washer, was discovered inside the heater once the combustion liner cap was removed, and the cap was also found to be dented. The inspection determined the aircraft heater was defective, damaged, and potentially incorrectly reinstalled during servicing.

--Safety action--
The operator removed the heater from operation and returned the aircraft to service.

--Safety message--
Carbon monoxide is a colourless and odourless gas that is dangerous to humans, and its presence may not be detected until the development of physical symptoms and cognitive effects. However, sometimes these physical and cognitive effects also impair a pilot’s ability to understand that they may be affected by CO, leading to partial or complete incapacitation.

The aircraft was fitted with a disposable CO chemical spot detector. While these type of detectors are commonly used in general aviation aircraft, they have known limitations. They have a limited shelf-life when removed from their original packaging, which may be further affected by factors such as exposure to harsh direct sunlight, cleaning chemicals, and halogens. In addition, they are a passive device, which relies on the pilot regularly monitoring the changing colour of the detector to show elevated levels of CO.

The use of an attention‑attracting carbon monoxide detector in the cockpit provides pilots with the best opportunity to detect carbon monoxide exposure before it adversely affects their ability to control the aircraft or become incapacitated. The ATSB safety advisory notice 'Are you protected from carbon monoxide poisoning?' strongly encourages operators and owners of piston-engine aircraft to install a carbon monoxide detector with an active warning to alert pilots to the presence of elevated levels of carbon monoxide in the cabin. If not provided, pilots are encouraged to carry a personal carbon monoxide detection and alerting device: https://www.atsb.gov.au/publications/safety-advisory-notice/2022/aviation/are-you-protected-carbon-monoxide-poisoning

Should any smell or sensation of illness develop, pilots should check their CO detector, ensure cabin heat has been turned off, open all fresh air vents and windows, make prompt decisions to land as soon as possible, such as in this case, and use all available resources for assistance. Further information on CO poisoning and detectors can be found here:https://www.faa.gov/pilots/safety/pilotsafetybrochures/media/cobroforweb.pdf

[1] A small triangular cockpit side window that be opened for ventilation.

--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’s ongoing investigation of a forced landing accident involving a Cessna Conquest charter aircraft in Broome is examining operational and maintenance procedures, survivability, and aircraft design factors.

Inadvertent double engine shutdown We have released a preliminary report from our on-going investigati...

A pilot who survived a Van’s RV-8 light aircraft accident near Gladstone in Queensland was likely wearing a 5-point restraint, an ATSB final report notes.

https://www.atsb.gov.au/news/2026/pilot-who-survived-forced-landing-accident-wearing-5-point-restraint

Effective communication and decision-making ensured a safe return to Canberra Airport for a Saab 340 after a landing gear wheel separated from the aircraft during take-off, an ATSB final report explains.

https://www.atsb.gov.au/news/2026/saab-340-landing-gear-wheel-separation