The aircraft was undergoing a check flight after a 100 hourly inspection. It had not been used for at least 10 months, nor had it been stored correctly. After a number of simulated spray runs across the aerodrome the pilot climbed to conduct an approach to land. On late downwind at 350 ft agl the engine and propeller stopped. The pilot manoeuvred the aircraft towards a clear area but the aircraft landed heavily short of the area. The reason for the engine stopping was not determined.

The student pilot was conducting his third solo session of circuit training.

On the second circuit, which was to be a full stop, the aircraft encountered turbulence on short final which caused the aircraft to climb and drop a wing.

The pilot pushed the nose down then flared the aircraft. After touchdown, the aircraft bounced and began a series of purposing manoeuvres until the nose leg broke and the aircraft came to a stop with damage to the propeller, nose gear and tail skid.

When the pilot attempted to reduce propeller RPM from 2000 to 1900 the right propeller wound down to between 1100 and 1200 and the right torque exceeded maximum limits. The pilot shut down the engine and feathered the propeller when he was unable to regain control. A successful single engine landing was carried out.

The right engine beta light wiring was found to be routed close to the engine exhaust stack. Radiant heat from the exhaust stack had melted the insulation and had allowed the wires to contact and create an electrical short circuit. This had activated the propeller lock valve which effectively caused the propeller to operate at fixed pitch.

It could not be determined whether the burned wiring installation was installed in accordance with the manufacturers original design. A modification has now been incorporated to introduce fire sleeved wiring and a heat deflector baffle.

The aircraft had just taken off when the fire warning for the centre (No. 2) engine activated. The crew carried out the engine fire drill, shut down the engine and commenced a right hand circuit for a landing back on runway 23.

A distress phase was declared by the tower and emergency services alerted. On downwind, the crew advised that a fire was no longer evident. The aircraft landed without further incident, and the passengers were evacuated through the front doors.

Subsequent investigation revealed that a weld in the bleed air "Y" duct for the de-icing system of the engine intake had suffered a fatigue failure. This allowed hot bleed air into the engine compartment which activated the fire warning system. This type of failure has occurred before and there are Service Bulletins addressing the problem.

The pilot gave a 'mayday' call advising that the aircraft had suffered an engine failure, and that he would be carrying out a forced landing. The aircraft was landed in a swampy area between trees which damaged both wings during the landing roll.

The pilot stated that he had not visually checked the fuel contents, or the security of the caps and access covers before departing Darwin as he had filled the right tank before the previous flight.

The fuel gauges did not indicate the expected amount of fuel even after the aircraft was established in cruise, but the pilot elected to continue to his destination.

About 6 km from the destination, with the left hand tank selected, the engine stopped. The pilot switched to the right tank, but the engine did not restart.

It is possible that the right tank was losing fuel from a faulty venting system on the flight into Darwin.

The aircraft was given an initial climb restriction of 3000 feet in the departure instructions. The aircraft was later noted on radar to be climbing through 3800 feet. The aircraft was then cleared to climb to planned cruising altitude of 6000 feet. When the incident was discussed with the pilot some three weeks later, he had no recollection of the event.

The pilot reported that the number 4 engine was shut down shortly after take-off. Fuel was dumped and the aircraft returned to land at Melbourne.

The engine was removed and forwarded to Singapore for rectification.

A report was received from the crew of a RAAF HS748 concerning the sub-standard operation of a Trinidad aircraft in the circuit area at Whyalla. The HS748 crew called entering the Whyalla MTAF stating their intentions. There was no response to that call. They then overflew the airfield and commenced a descent on the dead side of the circuit to join crosswind for a landing on runway 17. Descending through 1300 feet they observed a Trinidad on a reciprocal track about 200 feet higher. Repeated calls for the Trinidad to identify itself received no response.

Shortly afterwards the pilot of the Trinidad made a downwind call which incorrectly advised that the aircraft was making an approach for another runway. The HS748 crew stated that the pilot of the Trinidad did not appear to understand standard MTAF procedures.

The instructor was giving the pilot a type endorsement and this was to be the final circuit. It was thought the gear was extended on downwind with appropriate cockpit indications to confirm this. Just prior to touch down the gear horn sounded and the instructor called for a go around. Power was applied as the aircraft contacted the ground.

The landing gear legs were still up after the accident, but the gear doors had been open and were damaged. This was consistent with a gear down selection being made at the last moment.

The aircraft was parked on the aircraft loading area. There were flood lights on the southern side, but the light from these only dimly illuminated the northern side. After engine start the pilot turned on the taxi and landing lights and started to taxi towards the northern side. There was a taxi line along the northern side, leading out of the area in a westerly direction. This line was not seen by the pilot, possibly because he was changing the radio frequency selection from Clearance Delivery to Surface Movement Control.

The aircraft left the sealed area, tracking about north-west and ran onto the grass. This was outside the limit of the marked movement area. Realising he was now on the grass the pilot turned the aircraft left, but the right main wheel struck an exposed concrete slab. The right main gear leg collapsed.