Arrangements had been made to drop two parachutists from the aircraft over a red clay pan and for the aircraft to land so that the parachutists could be returned to Kalgoorlle. The clay pan was inspected by one of the parachutists some two weeks previously but he had no particular qualifications to assess the suitability of the proposed landing area. He informed the pilot that the area was suitable and, subject to an aerial inspection, the pilot accepted this advice. Since the ground inspection, about forty points of rain had fallen in the area. When the parachutists made their descent and landed on the clay pan they sank through the salt crust at a depth of 9 Inches into the boggy sub-surface. They then moved to the edge of the clay pan and the pilot made a low fly past to Inspect the surface but the efforts of the parachutists to warn him were misunderstood. The aircraft approached to land and touched down several hundred yards from the parachutists. When the nosewheel contacted the surface It broke through the crust and ploughed a furrow through the mud. The aircraft then slowly overturned and came to rest Inverted.

The aircraft departed Northampton for the Murchison River Gorge with two company employees as passengers, for the purpose of their taking photographs. Over the coastline a descent was made to 500 feet, and the pilot then descended to 70-80 feet above the beach. Some minutes later a large wave struck a rock outcrop ahead of the aircraft and sea water rose high into the air. The pilot attempted to evade the column of water but was unable to do so and the starboard mainplane struck it, and was substantially damaged. The pilot then landed at a nearby airstrip and inspected the damaged aircraft and, after deciding it was safe to fly, he then flew back to Northampton. The aircraft was later flown to Jandakot without repairs being effected.

The aircraft departed Port Hedland and commenced to climb to a cruising altitude of 5,500 feet. When it had climbed to approximately 3, 000 feet a loud bang from the engine area was heard, and a substantial loss of engine power occurred. The pilot turned back towards the aerodrome and the cabin began to fill with smoke but this cleared when the port window was opened. The pilot carried out various cockpit checks but was unable to restore full power to the engine and he carried out a straight in approach and landed on runway 32. Subsequent examination revealed that the No. 5 cylinder head had failed, following the development of a fatigue crack. Displacement of the cylinder head after failure broke a fuel injection line which led to a fire in the engine cowling, and resulted in damage to engine components and cowlings and to lower fuselage skin.

After receiving a sketch plan of the area to be sprayed, the pilot made an aerial inspection and noted the position of power lines. He then made nine spraying runs which involved pulling up over a power line which crossed the paddock approximately one third of the distance along the spray runs. On the tenth spray run the pilot allowed his attention to be temporarily distracted through watching a marker change to a corrected position. When he again gave his attention to the flight path he became aware that the power line was immediately ahead and at the same height as the aircraft. He attempted to climb the aircraft, but the wires became hooked on the tail wheel assembly. The aircraft decelerated rapidly and contacted the ground on the port main wheel and wingtip. The power lines did not break, but three of the wooden supporting poles were pulled to the ground.

The helicopter was being ferried from Perth to Mount Newman by two pilots who were taking turns as pilot -in -command. After an overnight stay at Meekatharra the flight was resumed and a headwind of 12-15 knots was encountered. At Kumarina the aircraft was refuelled from drums carried in the aircraft and, in an effort to minimise the headwind component, the pilot flew at an extremely low height, following part of the old Great Northern Highway. At a point where the old road Joins the new highway, the helicopter struck a steel bracing wire stretched across the highway between two telephone poles. The aircraft crashed to the roadway and was destroyed by Impact forces.

As the speed of the aircraft was too high for the undercarriage to be lowered while downwind, the pilot waited until he was turning onto base leg before moving the undercarriage selector from the "UP" detent. Partial flap was lowered while on the base leg and full flap during an intentional long final approach. This approach had been chosen to enable the pilot to check on a suspected malfunctioning of the electrical trim actuator. No final cockpit checks, as required by the Company Operations Manual, were made during the approach. Some engine power was used throughout the approach and the landing gear warning horn did not sound before the aircraft contacted the runway with the landing gear retracted. The undercarriage selector lever was found in the "neutral" position and subsequent electrical tests of the undercarriage system proved it to be serviceable.

The aircraft departed Brick House Station for a sheep mustering flight and, after ninety minutes, was landed on a clay pan. Twenty minutes later the aircraft was reboarded to resume the aerial mustering. The pilot taxied the aircraft at a fast speed in a prolonged turn before he applied full power upon reaching his selected take-off direction. When the airspeed was approximately 60 knots and as the pilot was about to lift-off, a sudden and complete loss of engine power occurred. Despite application of brakes, the pilot was unable to stop the aircraft before it reached the edge of the clay pan and entered the light scrub. During the investigation the engine was started normally and an examination of the fuel system did not reveal any abnormalities.

The Merredln Shire landing field Is 4.5 miles south east of Merredln and, after arrival In the area, the pilot decided to select a landing field closer to the town since arrangements for transport after landing had not been made. He selected for examination a field 1.5 miles north of the town, oriented approximately north and south. After flying at 700 feet above terrain Immediately to the east of the field on a northerly heading, the pilot carried out a descending turn to port with the intention of examining the surface from a low altitude. He levelled out on a southerly heading at a height of about 20 feet and almost Immediately the aircraft ran through three cables of a power line. There was a bright flash of electrical discharge from the port wing, the wlndscreen disintegrated, one high tension wire was caught In the aircraft fin and all three wires were torn from the two nearest poles which were 900 feet apart. The aircraft moved to the left of Its Intended flight path and travelled approximately 550 feet before contacting the ground with the port wing and engine. It then cartwheeled horizontally on to the starboard wing coming to rest facing 180 degrees from the direction of its final approach to the landing area.

Due to deteriorating weather conditions ahead the pilot decided to make a precautionary landing In a paddock. He made an Inspection of a paddock which appeared suitable. On touching down the aircraft bounced and floated for a considerable distance before finally touching down. The aircraft was then allowed to roll for some 400 feet without braking and the pilot then noticed a 2 inch diameter water pipe crossing the surface of the paddock. He applied firm braking but, possibly due to the damp grass surface, the brakes were not as effective as expected and the aircraft skidded for a further 220 feet. The aircraft had almost stopped when the main wheels rolled over the water pipe without damage, but the starboard wheel then dropped into a depression in the ground covered by long grass. The starboard undercarriage collapsed and damage was also caused to the starboard mainplane, flaps and one propeller blade.

The pilot intended to carry out a period of circuit and landing practice and had made one circuit and landing which was satisfactory. On the second circuit he made an approach with full flap and appeared to make a normal landing but after rolling about 300 feet the aircraft commenced to swing to the right. The pilot took corrective action using left brake and rudder and the aircraft then ran straight for a short distance. However, after a further 320 feet a second swing to the right became pronounced and the pilot was unable to maintain directional control. After turning approximately 130 degrees to the right, and when almost at rest, the aircraft tipped up on to the port wing and tailplane and then settled back on to the wheels.