Beech Aircraft Corp A36, VH-MVM, Skye, Victoria

The aircraft was operating on to a 617 m grass strip with a fence at each end. The orientation of the strip was north/south and threshold markers were positioned on either side of the strip 79 m in from the fence at the northern end. Some 40 m beyond the southern end of the strip was a group of trees 14 m high.

The weather at the time of the accident was fine with good visibility. The Bureau of Meteorology estimated the surface wind to have been from the north-west at 12 kt. There was no windsock at the landing strip.

Observers saw the aircraft, apparently operating normally, fly towards the landing area and make an approach to land to the south. One witness said the aircraft touched down at the threshold markers. A second witness reported that the aircraft touched down about 200 m in from the fence, bounced to a height of 3-4 ft, then touched down again about 25 m further on. The witnesses then saw the aircraft continue along the strip at speed, with a significant level of engine power applied. Approaching the southern end of the strip, the aircraft swerved right, probably to avoid the group of trees beyond the end of the strip. The witnesses heard an increase in engine noise and saw the aircraft become airborne. The landing gear contacted the boundary fence, and the aircraft continued across a road, through a line of bushes, and struck the side of a house. An intense fire broke out, destroying the aircraft and much of the building. The pilot escaped from the wreckage, but the passenger did not.

The first marks identified on the airstrip surface were main wheel tyre tracks which commenced about 300 m from the threshold. These marks indicated that skidding had occurred from 350 m from the threshold and continued for about 50 m. From there the aircraft ran straight ahead for about 170 m before veering to the right by approximately 12-15 degrees. The tyre tracks continued to within about 20 m of the boundary fence.

Inspection of the wreckage did not reveal evidence of any defects that might have contributed to the accident. The landing gear was down, and the wing flaps were extended 17 degrees.

The Aircraft Flight Manual landing chart does not provide for landing distance calculation where the tailwind component exceeds five knots. The Beechcraft A36 Pilot's Operating Handbook indicated that, with a 10 kt tailwind and when approaching over a 50 ft obstacle, a landing distance of about 700 metres would be required. However, when approaching over a 20 ft obstacle, this distance is reduced to about 500 m.

The available evidence indicates that the pilot conducted an approach to land in a manner which was not appropriate in the prevailing conditions. The pilot misjudged the approach and touched down well into the strip. The decision to go-around was delayed until too late to safely complete the manoeuvre.

The pilot declined to make himself available for interview during the investigation.

Significant Factors

The following factors were considered relevant to the development of the accident:

1. The pilot attempted a landing with a significant tail wind component.
2. The landing approach was misjudged.
3. An attempt to go around was made with insufficient airstrip remaining.