Collision with terrain involving Van's RV-8A, VH-MKX, near Heck Field aeroplane landing area, Queensland, on 27 January 2026

This preliminary report details factual information established in the investigation’s early evidence collection phase, and has been prepared to provide timely information to the industry and public. Preliminary reports contain no analysis or findings, which will be detailed in the investigation’s final report. The information contained in this preliminary report is released in accordance with section 25 of the Transport Safety Investigation Act 2003. 

The occurrence

Accident flight details

Early on the morning of 27 January 2026, the pilot of a Van’s Aircraft RV-8A, registered VH‑MKX, commenced preparation for a private flight from the Heck Field aeroplane landing area, Queensland, to Barraba, New South Wales. At 0328 local time, the pilot submitted a location briefing request to the National Aeronautical Information Processing System[1] through OzRunways.[2] At 0450, the pilot and their passenger were observed arriving at Heck Field by security. The pilot later lodged a flight plan with Airservices Australia at 0528 to depart at 0600 and land at Barraba at 0900. At 0538, closed circuit television (CCTV) footage recorded the pilot and passenger boarding the aircraft, with the pilot sitting in the front seat and the passenger in the rear seat.

The pilot taxied the aircraft to the start of runway 28[3] and commenced the take-off roll. At 0540:14, the aircraft entered the view of the CCTV around 100 m from the runway threshold and was observed accelerating (Figure 1). Fifteen seconds later, the aircraft had travelled around 350 m whereupon it lifted off, flying just above and along the runway surface. At 0550:32, the aircraft began to sink, after which it pitched up and began to climb with wings level. The climb ceased at 0550:41, then the aircraft started to descend. The footage showed that the right wing dropped and the aircraft subsequently collided with terrain at 0550:43. Both occupants sustained fatal injuries and the aircraft was destroyed.

Figure 1: Montage of frames from CCTV showing the accident flight path

The image has been cropped to show the later portion of the flight. The yellow line shows the indicative path of travel for the aircraft. Source: Heck Field airfield CCTV, annotated by the ATSB

Witness observation

An earwitness located at Heck Field reported that their attention was drawn to the sound of the aircraft due to what they described as abnormal engine noises that developed during the take‑off. 

Context

Pilot information

The pilot held a Private Pilot Licence (Aeroplane), issued in 1975, and a Private Pilot Licence (Helicopter), issued in 1993. Their total aeronautical experience was reported to be about 5,500 hours. The available flight records indicated they had flown about 60 hours in the last 6 months. The pilot held a valid class 5 aviation medical certificate[4] through self‑declaration of fitness to fly on 15 December 2025.

Aircraft information

General 

The Van’s Aircraft RV-8A is a low-wing, all-metal, amateur-built aircraft. It is supplied in kit form and is designed to be constructed for the education and recreation of the owner. The RV-8A has 2 seats in tandem configuration, has a fixed, tricycle landing gear, and is suitable for cross-country flying or for flying aerobatic manoeuvres.

Construction of VH-MKX, serial number 82025, was completed in 2015.[5] It was fitted with a 4-cylinder, horizontally opposed Subaru EJ25 engine modified for aircraft use driving a MT Propellor 3-blade electric constant speed propeller.

A special certificate of airworthiness in the experimental category[6] was issued in 2024. The aircraft was sold to the pilot of the accident flight in January 2025. The most recent maintenance record available to the investigation, dated 8 January 2025, indicated that the aircraft had accrued 614.5 hours time since new.

Meteorological information

There was no Bureau of Meteorology weather monitoring station for Heck Field, however, the graphical area forecast valid for the time and area did not indicate any significant weather phenomena. The airfield CCTV recorded the windsock movements during the take‑off and indicated a south-easterly wind (between 100º to 160º) at around 5 to 10 kt. Geoscience Australia recorded sunrise at the airfield to be 0515. 

Recorded information 

The aircraft was not fitted with, nor was it required to have, a flight data recorder or cockpit voice recorder. The aircraft was fitted with an electronic flight instrument system that had the capacity to record flight and engine parameters. This device was damaged beyond the ability to recover data. 

Automatic dependent surveillance broadcast (ADS-B)[7] flight tracking data was obtained from ADS-B Exchange, which identified 3 data points for the accident flight (Figure 2). The final data point identified an aircraft ground speed of 68 kt. 

CCTV (no audio available) of the take-off was recorded by the Gold Coast Sport Flying Club. Another camera at a nearby industrial property recorded audio of the accident flight in which the sounds of the aircraft engine were apparent. The engine was audible for around 40 seconds and the engine revolutions per minute fluctuated periodically for that time.

Figure 2: Flight tracking data and location of closed-circuit television cameras

Source: Google Earth and ADS-B Exchange flight tracking data, annotated by the ATSB

Wreckage and impact information

The accident site was about 360 m from the end of runway 28, on the same heading, in an area of lightly timbered bushland with some felled trees. The distribution of the wreckage indicated that the aircraft collided with terrain right-wing low, at a high angle of entry, and at a relatively slow speed. The aircraft came to rest inverted and facing in the opposite direction to its flightpath. An immediate fuel-fed, post‑impact fire developed into a bushfire in the surrounding area that required a firefighting helicopter to contain.

The fire destroyed the aircraft, limiting the extent to which it could be examined (Figure 3). However, all major aircraft components were accounted for at the accident site. Examination of the flap actuator indicated that the flaps were at or near the fully extended position. Damage to the propeller blades showed that the engine was operating at impact. The engine was recovered from the accident site and taken to a facility for detailed inspection by Queensland Police Service vehicle inspection officers under the supervision of the ATSB. The engine was extensively damaged by the fire, which limited the examination. However, based on the available evidence, no obvious malfunction was identified. 

Figure 3: Aircraft at the accident site destroyed by the post-impact fire

Source: Queensland Police Service, annotated by the ATSB

Further investigation

To date, the ATSB has: 

• examined the wreckage and accident site
• recovered and examined the engine
• recovered and examined avionics components
• interviewed involved parties with knowledge of the pilot, passenger, and the aircraft
• collected aircraft and pilot documentation. 

The investigation is continuing and will include:

• review of aircraft maintenance and pilot documentation
• further analysis of the take-off sequence using the CCTV recordings and other recorded data
• review of the post-mortem information and survivability factors.

A final report will be released at the conclusion of the investigation. Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties so appropriate and timely safety action can be taken.

Acknowledgements

The ATSB acknowledges the assistance provided by the Queensland Police Service, the Queensland State Emergency Services, and the Gold Coast Sport Flying Club during the onsite phase of the investigation and additional examination of the engine.

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