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A “worn” latch and internal sub-parts caused a pilot’s five-point seatbelt harness to unbuckle while the plane was upside down in an aerobatic manoeuvre, according to a new report by the ATSB.
The incident caused minor injuries to the pilot, as well as a loss of control of the aircraft, though the plane ultimately landed safely with no further incident, the report said.
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The instructor and student pilot took off from Parafield Airport in a CAP 10B aerobatic aircraft, registered VH-YAO and operated by Flight Training Adelaide, to conduct an upset prevention and recovery training flight on 4 February 2026.
Around 30 minutes into the flight and 7,000 feet above sea level, the instructor commenced the demonstration of a “split S” aerobatic manoeuvre, which included rolling the aircraft to be inverted.
The instructor’s five-point harness restraint then unlatched, causing them to fall into the ceiling of the aircraft canopy.
The aircraft continued to nosedive for around 4,000 feet, before the instructor was able to re-gain control of the plane, and land safely back at Parafield Airport.
ATSB Director of Transport Safety Kerri Hughes said: “With the aircraft in a nosedive with airspeed increasing, the instructor reported they completed a pitch roll to the left, and gently pulled out to ease out of the dive, recovering to normal flight.”
Following the flight, the instructor pilot reported a “minor head injury”. The aircraft canopy also sustained minor damage.
The instructor confirmed that they had tested the harness prior to takeoff, as per usual operating procedure, and found no faults.
The ATSB’s investigation determined that both the buckle and internal sub-parts and latches had “evidence of wear” that were present prior to the incident.
The report also found that the manufacturer’s inspection method for the restraint system “did not assure that deterioration within the buckle would be detected”, and further, that the restraint’s intended five-year service life did not account for the severity of use in some aerobatic training manoeuvres.
“This increased the likelihood of a restraint system with excessive wear remaining in service, as occurred here,” Hughes said.
Following the report, the restraint manufacturer Schroth said it plans to amend the prescribed service life of the system, to better account for aerobatic use.
The operator, Flight Training Adelaide, has also amended its internal policies to limit the service life of such harnesses to three years or 1,000 service hours, whichever comes first.
“Restraints are a crucial part of reducing injury outcomes in light aircraft accidents and incidents, but it can be difficult to ensure serviceability if worn restraint system components are not readily visible,” Hughes added.
“By conducting analysis of their products, and rectifying unexpected problems as they arise, restraint system manufacturers play a pivotal role in ensuring the continued airworthiness of aircraft components,” she said.
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