Private Australian

Cessna 402

On 26 July 2020, at 12:46 local time (02:46 UTC), a Cessna 402C aircraft, registered VH-TSI collided with trees during an aborted take-off at an uncommissioned field near Papa-Lealea, about 16 nm North-West of Port Moresby, Papua New Guinea. The pilot, during interview with the AIC, stated that he departed at 09:30 that day from Mareeba Airport, Queensland Australia and tracked towards the North North-East with a planned track set slightly left of Jacksons International Airport, Port Moresby, National Capital District, Papua New Guinea. As the aircraft neared the Southern shoreline (within the Caution Bay area), he diverted left and began tracking towards the North West along the coast in order to avoid flying over villages in the area. He subsequently crossed over land before turning back to approach the intended landing field. As the aircraft approached to land, the outboard section of the left wing was clipped by a tree and separated from the aircraft. According to the pilot, he continued on with the approach and landed on the field at about 12:20. The pilot reported that he had flown to and within Papua New Guinea in the past and was familiar with the area and airspace. He confirmed that after departing Mareeba, he switched off the transponder. After shutting down the aircraft, the aircraft was refuelled with jerrycans full of fuel (AvGas) and loaded with cargo by persons waiting on the ground. The pilot reported that he estimated that a distance of 800 m would be required for the take-off. According to the pilot, at about 12:40, he lined up and commenced his take-off roll from the Southern end of the field. As the aircraft lifted off, he noticed that the airspeed indicator (ASI) was not working. He also observed that the aircraft was not achieving a positive rate of climb. He subsequently pulled the throttles back and manoeuvred the aircraft back towards the ground. The aircraft touched down with a speed that the pilot described as higher than normal, with about 400 m of usable field remaining. The aircraft continued off the end of the field and into the bushes clipping trees along the way until it came to rest. The pilot informed the AIC that he was the sole occupant of the aircraft, and sustained minor injuries as a result of the occurrence. The aircraft was substantially damaged. The investigation confirmed that the fire to the left wing and engine was a post-accident event and was deliberate. The pilot was later arrested and a load of 500 kilos of cocaine distributed in 28 bales was found at the scene.

Grumman G-73 Mallard

On 26 January 2017, the pilot of a Grumman American Aviation Corp G-73 amphibian aircraft, registered VH-CQA (CQA), was participating in an air display as part of the City of Perth Australia Day Skyworks event. On board were the pilot and a passenger. The pilot of CQA was flying ‘in company’ with a Cessna Caravan amphibian and was conducting operations over Perth Water on the Swan River, that included low-level passes of the Langley Park foreshore. After conducting two passes in company, both aircraft departed the display area. The pilot of CQA subsequently requested and received approval to conduct a third pass, and returned to the display area without the Cessna Caravan. During positioning for the third pass, the aircraft departed controlled flight and collided with the water. The pilot and passenger were fatally injured.

Piper PA-31-310 Navajo

On 29 January 2014, at about 1100 Central Daylight-savings Time, the pilot prepared a Piper PA-31 aircraft, registered VHOFF, for a private flight from Aldinga aeroplane landing area (ALA) to Kangaroo Island, South Australia. To check fuel quantities, the pilot entered the cockpit, turned on the master switch and placed the left and right fuel selectors onto the main tank (inboard) position. The gauge for each tank showed just under half full. He then placed each fuel selector onto the auxiliary (outboard) tank position, where the gauge indicated the right and left auxiliary tanks were each about a quarter full. He did not return the selectors to the main tanks. He estimated that refuelling the main tanks would allow sufficient fuel for the flight with over an hour in reserve. He exited the aircraft while it was refuelled and continued preparing for the flight. Once refuelling was completed, the pilot conducted a pre-flight inspection, and finished loading the aircraft. The pilot and passenger then boarded. The pilot was familiar with Aldinga ALA, which is a non-controlled airport. At uncontrolled airports, unless a restriction or preference is listed for a certain runway in either the Airservices en route supplement Australia (ERSA), or other relevant publications, selection of the runway is the responsibility of the pilot. Operational considerations such as wind direction, other traffic, runway surface and length, performance requirements for the aircraft on that day, and suitable emergency landing areas in the event of an aircraft malfunction are all taken into consideration. On this day, the pilot assessed the wind to be favoring runway 14, which already had an aircraft in the circuit intending to land. However, he decided to use runway 03 due to the availability of a landing area in case of an emergency. He then completed a full run-up check of the engines, propellers and magnetos prior to lining up for departure. The pilot reported that all of the pre-take-off checks were normal. Once the aircraft landing on runway 14 was clear of the runway, the pilot went through his usual memory checklist prior to take-off. He scanned and crosschecked the flight and panel instruments, power quadrant settings and trims, but did not complete his usual final check, which was to reach down with his right hand and confirm that the fuel selector levers were on the main tanks. After broadcasting on the common traffic advisory frequency (CTAF) he commenced the take-off. At the appropriate speed, he rotated the aircraft as it passed the intersection of the 14 and 03 runways. Almost immediately both engines began surging, there was a loss of power, the power gauges fluctuated and the aircraft yawed from side to side. Due to the surging, fluctuating gauges and aircraft yaw, the pilot found it difficult to identify what he thought was a non-performing engine. He reported there were no warning lights so he retracted the landing gear, with the intent of getting the aircraft to attain a positive rate of climb, so he could trouble shoot further at a safe altitude. When a little over 50 ft above ground level (AGL), he realized the aircraft was not performing sufficiently, so he selected a suitable landing area. He focused on maintaining a safe airspeed and landed straight ahead. The aircraft touched down and slid about another 75-100 metres before coming to rest. The impact marks of the propellers suggest the aircraft touched the ground facing north-easterly and rotated to the north-west prior to stopping. The pilot turned off the master switch and both he and the passenger exited the aircraft. After a few minutes he re-entered the cockpit and completed the shutdown. Police and fire service attended shortly after the accident.

De Havilland DH.84 Dragon

At about 1107 Eastern Standard Time on 01OCT2012, a de Havilland Aircraft Pty Ltd DH-84 Dragon, registered VH-UXG (UXG), took off from Monto on a private flight to Caboolture, Queensland under the visual flight rules (VFR). On board the aircraft were the pilot/owner and five passengers. The weather conditions on departure were reported to include a light south-easterly wind with a high overcast and good visibility. Sometime after about 1230, the aircraft was seen near Tansey, about 150 km north-west of Caboolture on the direct track from Monto to Caboolture. The aircraft was reported flying in a south-easterly direction at the time, at an estimated height of 3,000 ft and in fine but overcast conditions. At 1315, the pilot contacted Brisbane Radar air traffic control (ATC) and advised that the aircraft’s position was about 37 NM (69 km) north of Caboolture and requested navigation assistance. At 1318, the pilot advised ATC that the aircraft was in ‘full cloud’. For most of the remainder of the flight, the pilot and ATC exchanged communications, at times relayed through a commercial flight and a rescue flight in the area due to the limited ATC radio coverage in the area at low altitude. At about 1320, a friend of one of the aircraft’s passengers received a telephone call from the passenger to say that she was in an aircraft and that they were ‘lost in a cloud’ and kept losing altitude. Witnesses in the Borumba Dam, Imbil and Kandanga areas 70 to 80 km north-north-west of Caboolture later reported that they heard and briefly saw the aircraft flying in and out of low cloud between about 1315 and 1415. At 1348, the pilot advised ATC that the aircraft had about an hour’s endurance remaining. The pilot’s last recorded transmission was at 1404. A search for the aircraft was coordinated by Australian Search and Rescue (AusSAR). The aircraft wreckage was located on 3 October 2012, about 87 km north-west of Caboolture on the northern side of a steep, densely wooded ridge about 500 m above mean sea level. The Australian Transport Safety Bureau (ATSB) later determined that the aircraft probably impacted terrain at about 1421 on 01OCT2012. Preliminary analysis indicated that the aircraft collided with trees and terrain at a moderate to high speed, with a left angle of bank. The aircraft’s direction of travel at impact was toward the south-south-west.

Rockwell Shrike Commander 500

At 1946 Eastern Standard Time on 31 July 2007, a Rockwell International Aero Commander 500S, registered VH-YJB (YJB), departed Essendon Airport, Vic. on a business flight to Shepparton that was conducted at night under the instrument flight rules (IFR). On board were the pilot and one passenger. At 1958, while in the cruise at 7,000 ft above mean sea level (AMSL) in Class C controlled airspace, radar and radio contact with the aircraft was lost simultaneously by air traffic control when it was about 25 NM (46 km) north-north-east of Essendon. The air traffic controller declared a distress phase after a number of unsuccessful attempts to contact the pilot. At 2003, the Operations Director at Melbourne Centre declared the aircraft as probably lost and advised AusSAR. A search was commenced using a helicopter and an aeroplane in addition to ground search parties. No emergency locator transmitter signal was reported. At 2147, aircraft wreckage was located by a searching aircraft in timbered ranges near Clonbinane, approximately 50 km north of Melbourne. At about 2200, a ground search party confirmed that the wreckage was that of YJB and that there were no survivors. The flight was arranged to take the company owner, who was also a licensed aircraft maintenance engineer (LAME), to Shepparton to replace an unserviceable starter motor in another of the operator<U+201F>s aircraft. The pilot, who had landed at Essendon at 1915 from a previous flight in another of the operator<U+201F>s aircraft, was tasked to fly the owner to Shepparton. The pilot transferred to YJB, which had previously been prepared for flight by another company pilot. At 1938, while taxiing for takeoff, the pilot advised the aerodrome controller of the intention to conduct the IFR flight, adding, „…and request a big favour for a submission of a flight plan, with an urgent departure Essendon [to] Shepparton [and] return<U+201F>. The aerodrome controller did not have the facilities for processing flight notifications and sought the assistance of a controller in the Melbourne air traffic control centre. There were no eyewitnesses to the accident. Residents living in the vicinity of the accident site were inside their homes and reported difficulty hearing anything above the noise made by the wind and the foliage being blown about. One of the residents reported hearing a brief, loud engine noise. Another resident thought the noise was that of a noisy vehicle on the road. The noise was described as being constant, „…not spluttering or misfiring<U+201F> and lasted for only a few seconds. Some of those residents near the accident site reported hearing and feeling an impact only moments after the engine noise ceased. The aircraft was seriously damaged by excessive in-flight aerodynamic forces and impact with the terrain. The vegetation in the immediate vicinity of the main aircraft wreckage was slightly damaged as the aircraft descended, nearly vertically, through the trees. The pilot and passenger were fatally injured.

Partenavia P.68

Shortly after takeoff from Rottnest Island Airport, while in initial climb, the twin engine aircraft suffered a bird strike and crashed in a salt lake located near the airport. The aircraft was destroyed upon impact and all six occupants were injured.

Piper PA-61 Aerostar (Ted Smith 601)

The Ted Smith Aerostar 601 aircraft, registered VH-WRF, departed Coolangatta at 1301 ESuT with a flight instructor and a commercial pilot on board. The aircraft was being operated on a dual training flight in the Byron Bay area, approximately 55 km south-south-east of Coolangatta. The aircraft was operating outside controlled airspace and was not being monitored by air traffic control. The weather in the area was fine with a south-easterly wind at 10 - 12 kts, with scattered cloud in the area with a base of between 2,000 and 2,500 ft. The purpose of the flight was to introduce the commercial pilot, who was undertaking initial multi-engine training, to asymmetric flight. At approximately 1445, the operator advised Australian Search and Rescue that the aircraft had not returned to Coolangatta, and that it was overdue. Recorded radar information by Airservices Australia revealed that the aircraft had disappeared from radar coverage at 1335. Its position at that time was approximately 18 km east-south-east of Cape Byron. Search vessels later recovered items that were identified as being from the aircraft in the vicinity of the last recorded position of the aircraft. Those items included aircraft checklist pages, a blanket, a seat cushion from the cabin, as well as a number of small pieces of cabin insulation material. No item showed any evidence of heat or fire damage. No further trace of the aircraft was found.

Rockwell Grand Commander 680

The aircraft was engaged in aero-magnetic survey operations in an area which extended from approximately 40–130 km south of Cloncurry. The task involved flying a series of north-south tie lines spaced 2 km apart at a height above ground of 80 m and a speed of 140 kts. At this speed, each tie line occupied about 20 minutes of flight time. The flight was planned to depart Cloncurry at 0700–0730 EST and was to return by 1230 to prepare data collected during the flight for transfer to the company’s head office. An employee of the operating company saw the crew (pilot and equipment operator) preparing to depart the motel for the airport at about 0500. No person has been found who saw the crew at the aerodrome or who saw or heard the aircraft depart. At about 1000, three witnesses at a mining site in the southern section of the survey area saw a twin-engine aircraft at low level heading in a northerly direction. One of these witnesses, about 1.5 hours later, saw what he believed was the same aircraft flying in an easterly direction about 1 km from his position. Between 1000 and 1030, two witnesses at a mine site some 9 km north of the survey area (and about 5 km west of the accident site) heard an aircraft flying in a north-south direction, apparently at low level. On becoming aware that the aircraft had not returned to Cloncurry by 1230, a company employee at Cloncurry initiated various checks at Cloncurry and other aerodromes in the area, with Brisbane Flight Service, and with the company’s head office later in the afternoon. At about 2030, the employee advised the company chief pilot that the aircraft was overdue. The chief pilot contacted the Civil Aviation Authority Search and Rescue organisation at about 2045 and search-and-rescue action was initiated. The burnt-out wreckage of the aircraft was found early the following morning approximately 9 km north of the survey area.

Piper PA-31-310 Navajo

The aircraft, with only the pilot on board, was being flown from Archerfield to Caboolture via the light aircraft lane to the west of Brisbane in company with another aircraft. About five minutes after departing Archerfield, the pilot radioed that he was experiencing problems with both engines and that he was in an emergency situation. The pilot of the other aircraft advised him that there were suitable forced landing areas in and around a nearby golf course. However, the aircraft continued and slowly lost altitude before rolling inverted and diving steeply into the ground. Ground witnesses reported hearing loud backfiring and fluctuating engine RPM from the aircraft. These sounds were accompanied by erratic rolling and yawing of the aircraft before it rolled to the left and inverted. The right wing was severed outboard of the engine as the aircraft impacted a large tree before crashing onto a road.

Cessna 207 Skywagon/Stationair

The aircraft was nearing the completion of a scenic flight, maintaining about 800 feet above ground level, when the engine power reduced to 20 inches hg manifold pressure. The engine continued to run smoothly but failed to respond when the pilot advanced the throttle. All other means attempted by the pilot to restore the lost power were unsuccessful. The aircraft, which had a full compliment of persons on board, was too heavy to maintain height under these conditions. As it was flying over forest the pilot turned the aircraft towards the south-west where a more favourable open area, with a road and an airstrip, was available. This entailed having to cross an escarpment, but due to the aircraft's rate of descent insufficient height remained, committing the pilot to a forced landing in an unsuitable area. The pilot transmitted a distress call, gave the passengers a thorough briefing and prepared the aircraft for the forced landing. The aircraft was slowed down and allowed to sink slowly into the forest, contacting the first tree about seven metres above ground level. It then continued through the trees for 40 metres before coming to rest inverted on the forest floor. All passengers evacuated from the aircraft and were rescued by a helicopter which had responded to the distress call.

Beechcraft 90 King Air

Beech E90 VH-LFH was being flown by the owner as pilot-in-command for the flight. The pilot had submitted a flight plan nominating a private category, single pilot, instrument flight rules (IFR) flight, from Cairns to Wondai and thence to Camden. VH-LFH, with six passengers on board, departed Cairns at 1830 hours EST and arrived at Wondai at 2142 hours after an uneventful flight. One passenger left the aircraft at Wondai. The aircraft was refuelled with 800 litres of aviation turbine fuel and the pilot reported taxying for Runway 36 at Wondai to Brisbane Flight Service at 2243 hours EST. The aircraft was issued an airways clearance at 2245 hours which the pilot acknowledged correctly. The last radio contact with the aircraft was at 2248 hours when the pilot reported airborne. Witnesses observed the aircraft take-off and a short time later heard the sound of impact. The aircraft struck a line of small trees slightly left of the runway extended centreline and 600 metres from the end of the runway in a wings level attitude and in a very shallow descent. Forty-eight metres beyond this point, the aircraft impacted the ground and began to break up. It then contacted a number of large trees and caught fire, finally coming to rest 90 metres further on. A passenger was seriously injured while five other occupants were killed.

Cessna 501 Citation I

The aircraft was being used for a pleasure flight for the owner and some friends. The Captain calculated the landing distances required for both runway 28 and 10, based on weather reports obtained at briefing, which indicated a strong northerly wind component. An updated report received some 30 minutes before descent confirmed the wind as 290 degrees at 7 knots. Approaching the island and becoming visual, the crew noted the windsock near the western end of the runway to be indicating a slight headwind component in the 10 direction and decided on a straight in approach to runway 10, to avoid an approaching squall/shower. The aircraft touched down firmly a short distance beyond the threshold. Speed brakes were immediately extended and wheel braking applied. About four seconds later the Captain called for the drag chute to be deployed. Although the co-pilot correctly activated the handle, it became obvious that the chute had not deployed as no increase in retardation occurred. When the Captain realised that the aircraft could not be stopped on the runway remaining he attempted to turn the aircraft towards a clear grass area to the right. However, the aircraft was aquaplaning on the wet surface and did not respond to steering inputs for some distance. The aircraft left the bitumen tracking to the right. It collided with a gable marker, passed through a fence, continued down an embankment, across a road, through a second fence and came to rest approximately 90 metres from the runway end and 70 metres to the right of the extended centreline. The left main and nose gear legs were torn off. Witnesses to the accident said that when the aircraft landed, the runway was very wet and the wind was westerly at 5 to 10 knots.

Fletcher FU-24

The aircraft was engaged in superphosphate spreading operations. An aerial survey of the property had been conducted by the pilot in company with the property owner. Power poles in the valley ahead and to the left of the airstrip were marked. When operations started the wind was a light north-easterly and ambient temperature was 16° Celsius. By the time the aircraft had refuelled and was ready for the thirty-sixth flight of the day, the ambient temperature had increased to 28° Celsius and the wind direction had changed to a south-westerly. Shortly after takeoff, the aircraft was observed to sink after overflying the high-voltage power lines between the marked poles. On the next flight the aircraft was observed to make a tight left turn and fly down the valley adjacent to the left marked powerpole. On the next and final flight, the aircraft was apparently attempting to follow the track of the previous flight. While crossing the power lines south-west of the marked power pole, the aircraft's landing gear and left wing tip struck the powerlines. With the broken powerline jammed behind the left aileron washout plate, the aircraft impacted the ground 100 metres beyond the powerpole. Ground impact forces destroyed the aircraft and reduced the cockpit area to non-survivable dimensions.

Cessna 414 Chancellor

The pilot reported that whilst enroute from Essendon to Wonthaggi he descended to the lowest safe altitude of 3600 feet above sea level, lowered the landing gear, reduced power and airspeed to counter the effect of turbulence and entered a holding pattern to the south south west of the Wonthaggi navigation aid. During the holding pattern the aircraft descended until it collided with trees that were 865 feet above sea level. The weather at the time included gale force winds, rain and low cloud. There were no thunderstorms or microbursts in the area, however, other aircraft reported a very low cloud base and severe turbulence. A few minutes prior to the accident ground witnesses, south south west of the accident site, reported an aircraft matching the description of VH-SDV, flying below a low, misty, ragged cloud base. There was no record of another aircraft in the area at the time. Information was available which indicated that the aircraft had descended below 3600 feet during the approach to Wonthaggi. The passengers reported that the pilot gave no indication of any problem or danger. Until the impact, they believed the aircraft was descending normally for a landing at Port Welshpool.

Piper PA-31-310 Navajo

At approximately 1809, (23 minutes before last light) during final approach to landing at Carnarvon, the pilot noticed that the landing gear had not extended correctly. The aircraft remained in the circuit area whilst the pilot attempted to lower the landing gear using both manual and emergency methods. He also sought assistance from the company's, Perth based, duty pilot and Carnarvon based engineers. After exhausting all possible methods of lowering the gear the pilot decided to land with the landing gear and flaps retracted. The pilot rejected a landing on the sealed runways because he was apprehensive that it would cause unnecessary damage to the aircraft and could result in a fire. He considered landing in a riverbed (rejected by the Senior Operational Controller), alongside one of the sealed runways (the surface was unsuitable) and on one of the dirt strips. The pilot was offered a flare path on dirt runway 27 however, he declined and indicated that he would try to land using the available light. At 1856 (last light was at 1832) the pilot attempted a landing on runway 27. On late final approach the aircraft collided with a one and a half metre high levy bank, 270 metres short and 115 metres to the right of the threshold. The pilot was trapped in the wreckage for some time after the aircraft came to a stop. While the passenger was slightly injured, the pilot was seriously wounded.

De Havilland DHC-2 Beaver

The aircraft reported departing Bundaberg for Monduran Dam on a no SAR flight at 1135 hrs EST with three persons on board and an endurance of 270 minutes. The purpose of the flight was to complete the endorsement of the pilot under check and to assess the suitability of an area of water on the coast to where the passenger, who was the regular pilot of the aircraft, was to fly the aircraft the following day. The pilot in command had flown 27 hours in the previous three months, of which 9 were on type. The pilot under check had flown only one hour in the last three months. This flight had been in VH-BSL. At approximately 1200 hrs, the aircraft was observed in the Lake Monduran area. It flew two left hand circuits, landing into wind towards the dam wall each time. After the second takeoff, it turned left and was seen heading north from the lake. Nothing further was heard or seen of the aircraft. Following an extensive search, the wreckage was located six days later lying inverted in 15 metres of water approximately 2 km WNW of the dam wall in the area of the junction of the main east-west channel and a northsouth channel of the lake. Both floats had separated from the aircraft and the right float was severely torn for about half its length. There was substantial water impact damage to the windshield frame/cockpit roof area and to the upper leading edge surfaces of both wings.

Partenavia P.68

The Taroom aerodrome had recently been equipped with a pilot activated lighting (PAL) system which was due to be commissioned on the evening of 15 October 1988. The pilot, who is a local Council member had flown from his property "Kolane" to Taroom late in the afternoon, to check that the PAL system was functional. He had intended to fly to Taroom the following evening to activate the lights for the official opening celebration, which was planned to be held at the aerodrome. After checking that the system was working the pilot decided to take the opportunity to practice some night circuits and landings before returning to his property. Before departing Taroom he arranged to have two vehicles positioned at his property landing area to illuminate the strip which is 850 metres long, aligned 235/055 degrees magnetic, and 1000 feet above sea level. He apparently intended to check the suitability of the strip for a night landing on his return. The aircraft was observed to fly over the strip in a north-easterly direction and then make a left turn. The aircraft was then seen to descend and the sound of impact was heard by the occupant of a vehicle near the strip. The aircraft had impacted the ground whilst in a descending left turn at a ground speed of approximately 125 knots. Initial impact was in a clearing near trees. The aircraft slid 91 metres before the left wing struck a large tree and was torn off. The aircraft slid another 45 metres before coming to rest and catching fire. The pilot was thrown from the aircraft while still strapped to his seat and was able to move himself away from the immediate vicinity of the fire before help arrived.

Fletcher FU-24

The pilot was conducting superphosphate spreading operations in fine and clear weather conditions. The paddock being treated sloped uphill, and there were heavily timbered peaks beyond the paddock. The pilot had spread the paddock the previous day under similar conditions. On this occasion the aircraft was apparently performing normally as the first swath run was completed, but the aircraft did not appear to gain any appreciable height as it approached the hills. It was then seen to adopt a steep nose-up attitude and commence a wingover type manoeuvre. During this manoeuvre the aircraft struck trees and then impacted the ground. A fierce fire broke out and engulfed the wreckage. The pilot, sole on board, was killed.

Piper PA-60 Aerostar (Ted Smith 600)

The pilot was conducting a freight charter flight, and witness evidence confirmed that on DEPARTURE he was occupying the left-hand seat. The pilot was accompanied by a friend who was also a commercial pilot, but not endorsed on this type of aircraft. Approximately 18 minutes prior to the estimated time of arrival at the destination, the pilot reported leaving the cruising altitude of 6500 feet on descent. Several minutes after the descent report had been made, a witness about 50 kilometres from the destination reported seeing the aircraft pull-up into a very steep climb from an extremely low height with its wings level, and then become inverted. It then entered what was described by the witness as a spin or spiral dive, before impacting the ground in a near vertical descent. The pilot was found in the right-hand seat, and the passenger had been thrown clear of the wreckage. It was established that neither seat belt had been fastened at the time of the impact. Although it could not be determined which pilot was flying the aircraft at the time of the pull-up, medical evidence suggested that the pilot occupying the right-hand seat position was handling the controls at the time of ground impact. The weather at the time of the accident was fine and clear, with 10-15 knot winds.

Cessna 402

The flight had been arranged to transport a critically injured patient to hospital in Brisbane. The pilot evidently experienced some difficulty in starting one of the engines. However, witnesses reported that the engines sounded normal as the aircraft commenced moving from the parking area. At 0310 hours the pilot contacted Brisbane Flight Service Unit and reported that the aircraft was taxying. He advised that he was in a hurry, and indicated that he would provide details of the flight after takeoff. Two minutes later he advised that takeoff was being commenced from Runway 14. No further transmissions were received from the aircraft. The aircraft was seen to become airborne and shortly afterwards enter a fog bank. Other witnesses subsequently reported hearing the sounds of an impact. The flight had been arranged to transport a critically injured patient to hospital in Brisbane. The pilot evidently experienced some difficulty in starting one of the engines. However, witnesses reported that the engines sounded normal as the aircraft commenced moving from the parking area. At 0310 hours the pilot contacted Brisbane Flight Service Unit and reported that the aircraft was taxying. He advised that he was in a hurry, and indicated that he would provide details of the flight after takeoff. Two minutes later he advised that takeoff was being commenced from Runway 14. No further transmissions were received from the aircraft. The aircraft was seen to become airborne and shortly afterwards enter a fog bank. Other witnesses subsequently reported hearing the sounds of an impact. The flight had been arranged to transport a critically injured patient to hospital in Brisbane. The pilot evidently experienced some difficulty in starting one of the engines. However, witnesses reported that the engines sounded normal as the aircraft commenced moving from the parking area. At 0310 hours the pilot contacted Brisbane Flight Service Unit and reported that the aircraft was taxying. He advised that he was in a hurry, and indicated that he would provide details of the flight after takeoff. Two minutes later he advised that takeoff was being commenced from Runway 14. No further transmissions were received from the aircraft. The aircraft was seen to become airborne and shortly afterwards enter a fog bank. Other witnesses subsequently reported hearing the sounds of an impact. The investigation revealed that the aircraft had collided with a tree 800 metres beyond the aerodrome boundary, while tracking about 10 degrees to the right of the extended centreline of the runway. It had then continued on the same heading until striking the ground 177 metres beyond the initial impact point. The wreckage was almost totally consumed by fire.

Piper PA-31-310 Navajo

The pilot hired the aircraft privately from his employer to conduct a holiday flight during his leave. The journey commenced at Moorabbin on 25 August and the aircraft arrived at Cairns about midday 30 August, after stopovers at Coolangatta and Proserpine. The pilot and his passengers then spent the next three days at leisure in the Cairns area. On the day of the accident, the pilot attended the Cairns Briefing Office where he collected the relevant weather forecasts and submitted a flight plan. The flight plan indicated that the flight would be conducted in accordance with Instrument Flight Rules. It contained a deficiency in that no details were given for the first route segment from Cairns to Biboohra. It is apparent that the pilot had not noticed that the tracks to the west of Cairns, on the relevant enroute chart, emanate from Biboohra and not Cairns. There was no track line which joined Cairns and Biboohra. Such a line might have alerted the pilot at the time he planned the flight. The error in the flight plan was not detected when the plan was submitted. When the pilot was issued with an airways clearance prior to DEPARTURE it was apparent that he did not understand the terms of the clearance, which gave the initial tracking point as Biboohra. The location of this point was explained to the pilot and he subsequently accepted the clearance. He elected to depart using visual procedures, after being offered a choice of these or the published Standard Instrument DEPARTURE profile. A visual DEPARTURE from the particular runway in use allows an aircraft proceeding towards Biboorha to intercept the required track sooner than is possible with an instrument DEPARTURE. The aircraft was issued with takeoff instructions which included clearance for the pilot to make a right turn after takeoff. Witnesses observed that the aircraft complied with this clearance and headed in a southwesterly direction before turning to the north-west and subsequently entering cloud. The cloud base was estimated to be between 2000 and 2500 feet above mean sea level. No further communications were received from the aircraft and a search was commenced that afternoon. The search effort was hampered by the weather and the wreckage was not located until the following afternoon.

Piper PA-31-310 Navajo

At the time of the attempted take-off, the night was dark, with overcast cloud conditions and light rain falling. Wind conditions were light and variable. The pilot reported that initial acceleration was normal, and the aircraft became airborne at about 95 knots. A positive rate of climb was established and the landing gear was selected up. The pilot subsequently advised that the speed then decayed to 90 knots. At this time there was nothing unusual in the engine noise and the controls felt normal. Shortly afterwards the propellers struck the ground 116 metres beyond the end of the runway. The aircraft then struck an embankment and passed through a fence before coming to rest 247 metres from the initial ground strike. All four occupants escaped with minor injuries and the aircraft was destroyed.

Piper PA-61 Aerostar (Ted Smith 601)

When the aircraft arrived in the destination area, another aircraft was also in the circuit. The pilots were in communication with each other, and arranged that VH-CUO would land after the other aircraft. However, the pilot of VH-CUO apparently misjudged the relative speeds of the two aircraft. He initiated a go-around from a position on final approach to runway 15, when there was evidently insufficient separation with the preceding aircraft to allow a normal landing. The aircraft remained at a low height above the ground, and the pilot broadcast a message that he intended to land in the opposite direction, on runway 33. The wind at the time was from the south-east at about 10 knots. Witnesses observed the aircraft as it tracked along the western side of the runway. The turn onto base leg was made at an angle of bank of about 60 degrees, and about three-quarters of the way around the turn, the nose of the aircraft dropped rapidly. The aircraft then dived steeply to the ground, and was destroyed by the impact and subsequent fire.

Partenavia P.68

Crashed in unknown circumstances in an open field located about 80 km south of Adelaide and burnt. Both occupants were killed.

Cessna 340

Prior to departure the pilot had received a weather forecast which indicated that fog could be expected at the destination. Adequate fuel was carried in the aircraft tanks to allow for a considerable period of holding and/or a diversion to another aerodrome if required. After an apparently normal flight of 35 minutes the aircraft arrived in the Goulburn area and the pilot reported his intention to carry out a standard instrument approach. The manoeuvres associated with this procedure do not involve flight over the city of Goulburn, however witnesses observed the aircraft as it circled over the city several times at a relatively low height. It was then seen to roll and descend steeply before striking two houses. A fierce fire broke out which engulfed the aircraft and both residences. The three persons on board the aircraft and a person in one of the houses received fatal injuries. A detailed inspection of the wreckage revealed that the camshaft of the left engine had failed in flight and the pilot had apparently feathered the propeller. The engine was not operating at the time of impact. No other defect or malfunction was discovered which might have contributed to the development of the accident. It was determined that the particular camshaft had failed from fatigue cracking, resulting from defective manufacture. It was considered likely that when the aircraft arrived over Goulburn, shallow fog obscured all or part of the aerodrome. The lights of the city would have been clearly visible and the pilot probably decided to use the city, rather than the nearby radio navigation aid, as a convenient holding point while waiting for conditions at the aerodrome to improve. During a series of left hand orbits, and after advising his intention to conduct an instrument approach, the pilot experienced a complete failure of the left engine. In order to realise the available single-engine performance of the aircraft the pilot had to perform a series of checks and actions which would result in the applicable propeller being feathered; any unnecessary aerodynamic drag being reduced; and an appropriate airspeed being established. It was determined that although the propeller had probably been feathered, the landing gear, which had evidently been lowered previously, had not been raised to reduce drag. In addition, an analysis of radar returns from the aircraft, recorded at Canberra, indicated that the airspeed at which the aircraft was flying shortly before radar contact was lost, was less than the optimum figure. The final manoeuvre described by witnesses was consistent with that which follows a loss of control in twin engine aircraft when power is being supplied by only one engine and the speed is below the minimum required for full control. The reason the pilot did not raise the landing gear and maintain the required minimum control speed could not be established.

Fletcher FU-24

Shortly after take-off during a spreading operation the engine suddenly lost power. The pilot dumped the load and operated the fuel boost pump, however after a short burst of power the engine failed completely. The pilot was committed to a downwind landing and towards the end of the landing roll the aircraft ran into a gully and collided with tree stumps. The aircraft was damaged beyond repair and the pilot was slightly injured.

Rockwell Aero Commander 685

During the flight the pilot reported that he would descend to cruise at 500 feet above ground level. Witnesses saw an aircraft at low level on the expected track, and others heard aircraft noise and then the sound of an impact. Weather conditions were overcast with low cloud covering the hills. The wreckage was found at an elevation of about 4,300 feet above mean sea level. The aircraft had apparently struck the ground while in a steep nosedown attitude and rotating to the right. A fire had broken out and engulfed the wreckage. The pilot, sole on board, was killed.

Rockwell Aero Commander 685

On 17 July 1983 the pilot of Rockwell (Aero Commander) 685 aircraft VH-WJC submitted a flight plan to the Hobart Briefing Office for a private category flight from Hobart to Moorabbin, tracking via Launceston and Wonthaggi. The plan indicated that the flight would be conducted under the Instrument Flight Rules (IFR) at Flight Level 120 (12 000 feet altitude on standard atmospheric pressure of 1013.2 millibars), with two persons on board. The flight plan showed that the aircraft had a fuel endurance of 220 minutes, and carried an Emergency Locator Beacon (ELB) and life jackets. There was no indication that a life raft was carried. The aircraft departed Hobart at 1352 hours and, thereafter, the pilot made the appropriate radio reports to Hobart Tower, Launceston Control and Launceston Tower. The flight apparently progressed normally until 1452 hours when the pilot advised Launceston Control, "Er Whiskey Juliet Charlie we seem to have been in trouble with er fuel here the red er warning light comes on and the gauge is down . . .".At 1454 hours the pilot transmitted a Mayday call, indicating that he was descending from Flight Level 120 on track to Bass (a position reporting point), present position was 85 nautical miles (nm) from Launceston and he would be making a controlled ditching. Launceston Control immediately initiated the Distress phase of the Search and Rescue procedures and advised the Melbourne Operational Control Centre (OCC). Further communications between the aircraft and Launceston Control indicated that the aircraft was continuing descent on track towards Wonthaggi. The last position report from the pilot, at 1500 hours, was 94 nm from Wonthaggi. The last recorded transmission from the aircraft was at 1501 hours when the pilot confirmed that there were two persons on board. There were no indications at any time from the pilot that the fuel supply had been exhausted or that either engine had failed. It was estimated that the aircraft ditched at about 1505 hours, at an approximate position of 81 nm from Wonthaggi on the planned track. No trace of the aircraft nor both occupants was found.

Fletcher FU-24

Crashed in unknown circumstances in Yass while engaged in a crop spraying mission. The pilot, sole on board, was injured.

Piper PA-61 Aerostar (Ted Smith 601)

The aircraft was engaged on the return segment of a flight from Perth to Teutonic Bore, with an intended refuelling stop at Leonora. After embarking the two passengers and their baggage, the pilot started the engines and taxied for a take-off into the north, on the 1350 metre long main strip. The weather conditions were fine with a northerly surface wind of about 7 knots. The initial part of the take-off run was apparently normal but, after travelling some 400 metres and at about the point of rotation, one of the passengers noted an engine power surge. The take-off was continued, the aircraft became airborne and shortly afterwards the landing gear was retracted. After the aircraft had slowly climbed straight ahead to an altitude of about 200-300 feet above ground level, the passenger heard a marked change in the engine noise and felt the aircraft decelerating. The extent of the power loss and the absence of any yawing force indicated both engines had lost power simultaneously. Level flight straight ahead was reportedly maintained for an estimated 10 seconds and then the aircraft entered a descending left turn. At about this time the pilot, in response to a query from the passenger, advised that he intended to return to the airstrip but then stated "we're going down", or words to that effect. The terrain in the area was generally firm and flat. It was lightly covered with scrub and there was occasional small trees but a safe landing with only minimal damage was possible. When VH-KXY struck the ground the gear and flaps were retracted and the rate of descent was high. The aircraft was in a level attitude but yawed approximately 45 degrees to the right. After the initial impact, the aircraft slid across the ground on a track of 220 degrees magnetic for 67 metres before coming to rest. There was no post-impact fire. One passenger was able to exit via the cabin door by his own efforts. The other occupants were trapped in the wreckage and were rescued some 30 minutes later by persons who attended the accident. The pilot died shortly after being removed from the aircraft.

Cessna 340

The pilot contacted Sydney Flight Service Center at 1849, advised he was taxiing for runway 22 and that he would call again on departure. No further transmissions were received from the aircraft. VH-TDU completed an apparently normal take off and the landing gear was retracted. Shortly after it became airborne, it entered a gradual descending left turn and flew into the ground. The initial impact was on the left wing tip, approximately 1700 metres south of the departure end of Runway 22, at a speed of about 125 knots. The aircraft bounced, rolled inverted and again struck the ground some 100 metres further to the east. It then ;slid across the ground for a further 230 metres. A small fuel-fed fire broke out in the right wing but died out after several minutes. Five occupants were slightly injured while the captain was killed. Examination of the wreckage found no evidence of pre-existing mechanical malfunction or defect, apart from an open circuit in the gyro motor of the pilot's turn co-ordinator instrument. The instrument was not subjected to mechanical damage during impact and it is likely the fault existed prior to the accident. It could not be determined whether the pilot was aware that the instrument was unserviceable. All other instruments, including the primary flight instruments used in aircraft attitude control, were found to be serviceable and calibrated within specified limits. There was no evidence of pilot incapacitation prior to impact. Injuries were such that he was unable to recall details of the final flight. The passengers were not aware of any abnormality until the aircraft struck the ground. The pilot's current log book was not located. Therefore, while it is known that he had considerable experience at flying Cessna 340 aircraft, his hours on this type are unknown.

Piper PA-61 Aerostar (Ted Smith 601)

After lift-off at 85 knots, the pilot noted a positive rate of climb before retracting the landing gear and flaps. He then felt the aircraft sink and noted a high indicated rate of descent. Although full power was applied the descent continued until the aircraft struck the runway in a slightly nose-up attitude. The aircraft slid across the overrun area and through a fence before coming to rest. Fire broke out and engulfed the wreckage. At the time of the accident the aircraft weight was more than 200 kg above the maximum allowable and the centre of gravity was 142 mm forward of the forward limit. The pilot had been unable to retain control of the aircraft during the initial climb phase when the flaps were retracted at a relatively low airspeed.

De Havilland DH.89 Dragon Rapide

Crashed in unknown circumstances at Brisbane-Archerfield Airport while completing a local training flight with skydivers. Both occupants were uninjured while the aircraft was considered as damaged beyond repair.

De Havilland DH.60 Moth

The single engine airplane crash in unknown circumstances near the Burdekin River in Home Hill. The sole occupant was unhurt while the aircraft owned by Paddy F. Nielsen was damaged beyond repair.

De Havilland DH.60 Moth

Built in 1928, the aircraft was restored for three years and has just been delivered to its new owner, J. O. Richardson, three days prior to the accident. The pilot, sole on board, was completing a local flight at Moorabbin Airport. On final approach, the engine failed. The aircraft stalled and crashed short of runway. The pilot was injured and the aircraft was destroyed.

Avro 652 Anson

Crashed on takeoff at Le Touquet Airport for unknown reason. Both occupants were uninjured while the aircraft was damaged beyond repair. The aircraft was already damaged in a wheels-up landing near Cranbrook, Kent, after an engine failure over the English Channel on February 6, 1950. It suffered a second accident on November 18, 1950 near Boulogne, France.

Avro 652 Anson

En route from Toowoomba, the aircraft suffered an engine failure while approaching Central Coast, NSW. The pilot attempted an emergency landing into the Teggurah Lake. The aircraft came to rest in shallow water and was considered as damaged beyond repair. The pilot was unhurt. The aircraft was owned by T. M. S. Hall.

De Havilland DH.60 Moth

En route, the single engine aircraft crashed in unknown circumstances near Mount Brockman, some 45 km south of Oenpelli. The pilot, sole on board, was on a delivery mission to Oenpelli with 'Christmas Supplies' on board. The aircraft was wrecked and the pilot was seriously injured. The aircraft was owned by Charles N. K. Bell. Source: http://aviation-safety.net/wikibase/wiki.php?id=163174

De Havilland DH.85 Leopard Moth

Crashed in unknown circumstances at Cunnamulla Airport. Was owned by G. W. Young.

Avro 594 Avian

The aircraft crash landed at Morven and was damaged beyond repair. The pilot and owner E. D. Hill was unhurt.

De Havilland DH.83 Fox Moth

The pilot W. Forgan Smith was performing a cargo flight from Wau. En route, the aircraft crashed in unknown circumstances in the Black Cat Range. The pilot walked away in a thick forest for few days before finding help.

De Havilland DH.60 Moth

The crew was performing a training flight when he lost control of the aircraft that crashed near the airport. While the instructor was killed, the student pilot was injured. It is believed that the pilot who was not an instructor was giving flight instruction. Also, the flight was considered as unauthorized/illegal.

Simmonds Spartan

Engine failed shortly after take off from Balranald. The aircraft crashed and was destroyed, the pilot was injured.

Lockheed 8 Sirius/Altair

Sir Charles Kingsford Smith and his copilot John Thompson 'Tommy' Pethybridge were flying the aircraft christened 'Lady Southern Cross' overnight from Allahabad, India, to Singapore, as part of their attempt to break the England-Australia speed record held by C. W. A. Scott and Tom Campbell Black, when they disappeared over the Andaman Sea in the early hours of 8 November 1935. Despite brave search for 74 hours over the Bay of Bengal by test pilot Eric Stanley Greenwood OBE, their bodies were never recovered. Eighteen months later, Burmese fishermen found an undercarriage leg and wheel (with its tyre still inflated) which had been washed ashore at Aye Island in the Gulf of Martaban, some three km off the southeast coastline of Burma, some 137 km south of Mottama (formerly known as Martaban). Lockheed confirmed the undercarriage leg to be from the 'Lady Southern Cross'. Botanists who examined the weeds clinging to the undercarriage leg estimated that the aircraft itself lies not far from the island at a depth of approximately 27 meters. The undercarriage leg is now on public display at the Powerhouse Museum in Sydney, Australia.

Simmonds Spartan

Shortly after takeoff from Melbourne-Essendon Airport, while in initial climb, aircraft went out of control and crashed. Both occupants, the pilot George P. Fairbairn and his wife, were killed.