On the morning of the accident the pilot flew the aircraft from Glenrelgh Station to Hughenden, a distance of 63 nautical miles and arrived at approximately 1000 hours. During the course of the day he consumed a quantity of alcohol. The pilot, who was not qualified for instrument flight, planned to return to Glenreigh that evening but, although last light at Glenrelgh was at 1844 hours, he did not depart Hughenden until 1810 hours and made a planned landing at Peronne Station some 10 minutes later. At about 1825 hours the pilot departed on the 43 nautical mile flight to Glenreigh Station and arrived over the airstrip at about the end of daylight. The aircraft was seen to circle over the strip and make an approach Into the south east with the landing lights Illuminated. A vehicle had been positioned at the side of the north western end of the strip so as to Illuminate the landing area with Its headlights. When the aircraft was almost at the touch down point at the north western end of the strip, the engine power increased and the aircraft climbed away. It made a left hand turn as though to continue around and make another approach. However, when flying above the almost featureless terrain In a position some 2700 feet to the north east of the strip, the aircraft entered a steep dive, crashed to the ground and immediately caught fire. The pilot had been undergoing medical treatment involving tranquilislng and sedative drugs and the possibility exists that this medication interacted with the alcohol consumed to further impair the ability of the pilot.

While cruising in level flight the engine, without warning, commenced to vibrate severely. Engine instrumentation remained normal and a magneto check was satisfactory. The vibration increased rapidly to such a degree that the pilot had no alternative but to close the throttle fully and carry out a forced landing. The aircraft was over very rough terrain and the only field available was 1,580 feet in length with trees to 70 feet high at one end and to 20 feet high at the other. The approach was made towards the taller timber, with the wheels down and half flap in a cross wind of about 10 knots from the left. After touching down the pilot realized that the aircraft would overrun the available area and he immediately initiated a turn to the right. Because of the speed and the rough surface, the aircraft skidded sideways and the undercarriage collapsed. The aircraft performance chart indicates that an actual distance of 1,740 feet is required to stop the aircraft from a height of 50 feet when using full flap under the conditions existing at the time of the landing.

The pilot approached Gladstone from the north-west and radioed a position report at 10 miles. Joining the circuit he noticed another aircraft apparently making a touch-and-go landing on runway 28 and was in radio contact with it. As there was nil wind and new paintwork on the eastern end of the runway he elected to land on runway 10. When on the downwind leg he saw a second aircraft at the taxiway holding-point and, as a warning to it, made a base leg radio call. During the final approach and at a height of approximately 15 feet the second aircraft entered the runway so the pilot grabbed his microphone in an effort to give a warning but lost control of his aircraft which landed heavily on its nosewheel; it then proposed several times and the propeller struck the runway twice.

When at a position about six miles south of Maryborough and at a height of about 3, 000 feet, the aircraft suffered a complete loss of engine power. The pilot chose to force land on the local golfcourse but, to do this, it was necessary to make a down wind approach over a power line and trees. The pilot forced the aircraft on to the ground immediately after clearing the obstacles so as to obtain braking effect as soon as possible since there were houses at the far end of the landing area. The nosewheel struck a grass bank at the point of touchdown and the nosewheel and fork broke off. The aircraft bounced and then slid on the collapsed nose strut and main wheels coming to rest after a swing to the left of 80 degrees. The fatigue failure of the studs and through bolts was compatible with lack of adequate pre-load applied by the respective nuts.

The pilot departed an airstrip close to the town of Proserpine, In good weather, to fly to his property at Kelsey Creek. He overflew the unfenced and partially completed landing area to Inspect It for obstructions and ascertained there was no wind. Because the sun was still low In the east, the pilot made a precautionary approach and touchdown Into the south-west. When the wheels were firmly on the ground, a kangaroo bounded across the landing path from the adjacent grass area and was struck by the nosewheel assembly which was damaged and slowly folded rearward. The aircraft then skidded on Its nose for 148 feet before turning over.

The pilot was attempting a short landing from a powered approach to a property airstrip in a south-easterly wind of ten knots. He selected full flap (35 degrees) and made an approach at 50 knots and, as he passed over outbuildings, he looked down to confirm he had cleared them. After crossing the strip boundary he looked ahead and closed the throttle to land. The aircraft immediately increased its rate of descent and the pilot applied power but was unable to prevent a heavy three point landing. The aircraft bounced and was re-landed with engine assistance. During the landing roll, the pilot noticed a right wing-down attitude, and, after turning and while taxi -ing, the starboard undercarriage leg collapsed.

The pilot had been informed by his Chief Pilot that the strip was 3000 feet long when In fact its length was 2, 300 feet. The aircraft weight and ambient conditions were such that the aircraft required the full strip length for take-off if using 20 degrees of flap, and 2, 650 feet for take-off if Hap was not used.

The pilot began a rolling take-off without flap and, when committed to continuing the take-off, he selected eight degrees of flap. He lifted the aircraft off the ground just before reaching a fence 200 feet beyond the end of the strip. The undercarriage struck the fence and the pilot abandoned the take-off and landed In the adjacent paddock The aircraft entered a shallow swamp, breaking off the nosewheel fork before coming to rest.

The aircraft was observed in low level flight along the western and northern shores of the island. Approaching-a beach from which a group of men were fishing, the aircraft descended and turned to fly along the waters edge, descending further directly towards the men on the beach. The pilot states that it was his intention to carry out a landing on the beach but it is significant that the tide was full, the width of beach was restricted and the party of fishermen would constitute an obstruction to a landing. Before reaching the location of the fishermen, the aircraft was seen to lurch to the left and the port wing struck the water, bending the wing tip upward and tearing off the outboard section of the aileron. The pilot applied full power and the aircraft successfully climbed away. A landing was subsequently made at Rockhampton without further damage.

With unrestricted visibility and a wind varying between 5 and 15 knots the pilot planned to spray three sugar cane fields In the one flight. After spraying a supposedly 28 acre field, he found he had used spray equivalent to only 21 acres. When no additional area was Indicated by the ground markers he proceeded to the second field one-half mile distant and made an aerial Inspection, noting all obstructions. Then, to reduce the aircraft's load he sprayed the third field which was obstruction free and located one half mile distant from the second field. He returned to the second field after approximately ten minutes, descended and lined up for the first spraying run. The pilot was conscious of a power line to the south of his Intended run but forgot the existence of a north south power line. When he saw the line he applied power to the aircraft and endeavoured to fly over It, but two cables caught on the aircraft's tall strut. One cable broke but the second arrested the aircraft, which crashed into the cane, where It was destroyed by fire.

The aircraft was cruising at about 1800 feet above sea level, just below cloud, when it suffered a sudden and complete loss of engine power. At the time it was over terrain which was hilly and tree covered and the only other area available for a landing was covered with small rocks. The pilot completed the correct emergency procedures but the engine would not restart and a forced landing was attempted on a rough steeply sloping area. After touching down on the rocky surface the starboard tyre burst and the brake line was severed and the aircraft then veered to the right and struck a tree.