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Avalon Airshow accident report released - 

Courtesy Oz Flying:

ATSB finds minimum height failure caused Avalon airshow accident

30 June 2026



An ATSB investigation into last year's airshow accident at Avalon has concluded the pilot commenced a high-energy aerobatic manoeuvre at half his usual entry height, leaving insufficient altitude to recover.

The Sky Aces formation aerobatics team, made up of four Pitts-type aircraft operated by Paul Bennet Airshows, was performing a display at the Australian International Airshow at Avalon Airport, Victoria, on 28 March 2025. One of the aircraft, a Wolf Pitts S1-11X flown by Glenn Collins, collided with the ground when exiting a loop at the conclusion of an attempted triple avalanche manoeuvre. The aircraft was substantially damaged and Collins was seriously injured.

The ATSB's final report found the triple avalanche, which comprises a loop with three snap rolls at the top, was commenced at around 100 ft above ground level rather than the 200 ft height used during previous flights. While the aircraft still climbed to 800 ft during the first half of the loop, the lower entry point resulted in a lower nose attitude during the snap rolls, limiting the aircraft's ability to climb further.

"The pilot finished the snap rolls still at around 800 ft, rather than having climbed above 1,000 ft as demonstrated in previous flights," ATSB Chief Commissioner Angus Mitchell said. "The pilot then commenced the second half of the loop with insufficient height to safely recover."

Mitchell noted that low-level aerobatics is a high-risk activity and that display pilots can reduce that risk by setting and adhering to minimums for various points during a manoeuvre, maintaining an exit strategy if below minimums, and regularly reviewing in-flight video recordings.

The ATSB also found a number of factors increased emergency response times, though these were not considered to have contributed to the severity of Collins' injuries. The display took place above a pyrotechnic detonation area where the aircraft came to rest, requiring Aviation Rescue Fire Fighting Service crews to assess and navigate the pyrotechnics before reaching the pilot. The ambulance service also required an escort to access the accident site.

In response, event organiser AMDA Foundation has announced it will redesign the pyrotechnic area to provide clearly identified emergency access routes, and will pre-position an ambulance alongside the ARFF service to reduce response times.

AMDA has also committed to adopt requirements similar to those introduced by the United Kingdom Civil Aviation Authority, including minimum height requirements based on aircraft performance and mandatory gate parameters or check altitudes at all critical junctures of a manoeuvre. Australia currently has no regulatory minimum height requirement for aerobatic display pilots.

Additional safety measures announced by AMDA include specialist training for all emergency responders on opening aircraft canopies during site inductions, and the establishment of an Air Display Safety Forum to provide a shared platform for airshow operators, performers and regulators.

AMDA Foundation CEO Justin Giddings extended best wishes to Collins and his family, saying the organisation would continue to work with Paul Bennet Airshows in the hope Collins would return to Avalon next year.

"The ATSB report has given AMDA the opportunity to reflect and implement additional safety measures, above and beyond our requirements, to further ensure the safety of those participating in the event," Giddings said.

The next Avalon Australian International Airshow is scheduled for February 2027.

Read the full report here.

Plus from Angus to the rescue this week...

Via the ATSB News pages:

Piper Lance’s horizontal stabilator remained in nose-up deflection in Shellharbour accident

Published: 2 Jul 2026

A Piper Lance’s horizontal stabilator moved to and remained in a full, or near-full, nose-up deflection during a take-off accident at Shellharbour Airport, NSW, an ATSB final report details.

Three people – a pilot and two passengers – on board the Piper PA-32R-300 Cherokee Lance were fatally injured when it collided with terrain soon after take-off at Shellharbour on 11 October last year.

The aircraft was departing for a planned private flight to Bathurst, when, after a ground roll of 410 m on Shellharbour’s runway 26, it abruptly pitched up, yawed left, and became airborne.

Once airborne the aircraft climbed away from the runway in a nose high attitude while skidding and rolling left. Following a left-turning flight path, it reached a maximum height above the ground of about 50 ft, before it began descending.

The aircraft collided with terrain and came to rest at the threshold of the intersecting runway, runway 34.

ATSB Chief Commissioner Angus Mitchell said CCTV footage and witness photographs of the flight showed the horizontal stabilator, which provides pitch control, moved to a full, or near-full, nose-up position, as the take-off roll occurred, and remained there for the entire flight.

The reason why the stabilator moved to the full, or near-full, nose-up position, could not be determined, however.

“Despite our extensive efforts, there wasn’t sufficient evidence available to us to make findings as to what caused the sustained pitch up of the horizontal stabilator, well beyond the normal control inputs required for take-off rotation and climbing flight,” Mr Mitchell said. 

The report notes that the stabilator trim was selected correctly, examination of the aircraft’s flight control and trim systems did not identify any pre-accident defects, and the observed stabilator anti-servo tab position during the flight indicated it was operating correctly.

Neither control seat slid rearward, and there was no evidence to indicate that the stabilator deflection resulted from any intentional or inadvertent action or a medical episode of the pilot or passengers.

The aircraft, which was not equipped with an autopilot servo on the stabilator control, also did not appear to have been subjected to an external influence such as an animal strike or environmental effect, while all cabin and baggage compartment doors appeared to be correctly secured.

The report noted the yaw observed in the CCTV footage during and after take-off was consistent with the spiralling slipstream created by the aircraft propeller acting on the left side of the vertical stabiliser. 

These forces result in an aircraft with a right‑turning propeller, such as the Lance, yawing left with an associated rolling tendency, particularly during high engine power settings and low speeds, such as at take-off.

Photographs taken of the aircraft in flight showed the rudder was maintained in a neutral position. As such, the left yaw and roll and left-turning flightpath likely occurred because the left-turning tendency was not being corrected with rudder input.

However, right aileron input during the flight and a reduction in engine power just before impact indicated attempts to correct the flightpath and reduce the severity of the impact.

“Pilots are not typically trained for an uncommanded pitch-up during take-off scenario, which would present as an unexpected and challenging situation,” Mr Mitchell concluded.

The report notes that if not able to be rapidly corrected, an uncommanded pitch-up during take-off can lead to a stall and a loss of control.
Read the final report: Collision with terrain involving Piper PA-32R-300, VH-JVA, Shellharbour Airport, New South Wales, on 11 October 2025

MTF...P2