the entire upper main spar attach fitting (left wing) part of the rear spar attach fitting (left wing) the entire lower main spar attach fitting (right wing). Figure 6: Outboard left wing (underside of wing visible, lower attach fitting arrowed) Source: ATSB Figure 7: Lower main spar attach fitting Source: ATSB Figure 8: Mating fracture surfaces of left lower main spar attachment lug. Main (outboard) part above, detached (inboard) part below. Source: ATSB Previous ATSB investigations Since 2006, the ATSB has investigated three other fatal accidents involving M18s, including one in-flight breakup. That in-flight breakup involved a separation of the outboard 1.8 m of the right wing, and the failure mechanism did not involve fatigue cracking. The other two accidents involved an in-flight loss of control. In April 2013, the ATSB published a safety issues investigation report into operations of the M18 Dromader at take-off weights above 4,200 kg. All of investigation reports are available on the ATSB website at .
the entire upper main spar attach fitting (left wing) part of the rear spar attach fitting (left wing) the entire lower main spar attach fitting (right wing). Figure 6: Outboard left wing (underside of wing visible, lower attach fitting arrowed) Source: ATSB Figure 7: Lower main spar attach fitting Source: ATSB Figure 8: Mating fracture surfaces of left lower main spar attachment lug. Main (outboard) part above, detached (inboard) part below. Source: ATSB Previous ATSB investigations Since 2006, the ATSB has investigated three other fatal accidents involving M18s, including one in-flight breakup. That in-flight breakup involved a separation of the outboard 1.8 m of the right wing, and the failure mechanism did not involve fatigue cracking. The other two accidents involved an in-flight loss of control. In April 2013, the ATSB published a safety issues investigation report into operations of the M18 Dromader at take-off weights above 4,200 kg. All of investigation reports are available on the ATSB website at .