The aerodrome controller had cleared one aircraft for take-off. The intention was to have the following aircraft cleared for take-off when the first aircraft had gained adequate distance and was turning away from the initial departure track. The second aircraft was allowed to depart about one minute after the first. This was too soon as the controller was unable to maintain visual separation due to both aircraft being on the same track, away from the controller's view. There was also insufficient distance between the two aircraft to provide the required radar separation standard. Separation was positively established after the first aircraft turned to a new heading.

A B737 pilot reported that the crew believed they were taxying behind an A300 aircraft and were surprised to observe a Metro aircraft between the A300 and their aircraft. The Metro appeared unlit except for its fin-mounted rotating beacon. The B737 taxi lights were on but these lights are comparatively low intensity. The Metro operator advised that the white position light on the tail of the aircraft was defective. This would have made the Metro less conspicuous to the B737 crew. The B737 operator is considering the use of inboard landing lights in addition to taxi lights during night taxiing operations.

During the approach to land, just prior to crossing the runway end, the right main gear struck an earth mound. The gear leg was damaged by the impact. The mound, about three metres short of the 800-metre runway, was about 25 cm high and not easily seen from the approach path. The wind was light and there were no gusts or turbulence.

The aircraft was carrying out dusting operations and was on the second flight of the day. The pilot had done an obstacle evaluation flight prior to commencement of operations and had identified a row of mallee trees running north/south inside the eastern boundary fence. Running parallel to these trees in the paddock to be sprayed was a single power line.

The pilot made his first run to the west flying through a gateway and then under the power line as there was sufficient clearance and it provided the optimal approach for this swath run. The reciprocal run was then commenced to the east and the pilot began his pull up with a view to clear both the power line and the trees. During this manoeuvre the pilot heard a light thud and believed that he had contacted the power line. As the aircraft appeared to be handling normally, the pilot elected to return to the airstrip to inspect for damage.

Approximately 450 metres past the paddock fence, the aircraft suddenly pulled to the right in a steep nose down attitude and impacted the ground sustaining substantial damage. After evacuating the aircraft, the pilot observed that the power line was still attached to the aircraft landing gear and had not broken. He stated that the local Electricity Trust representative later informed him that the power line was of a three-strand high tensile steel construction that was designed specifically not to be cut or broken. This was evidenced by the ineffectiveness of the aircraft cable cutting devices and the severe damage that they sustained without severing the power line.

The pilot was moving the helicopter in an attempt to prevent cattle from crossing a water channel. During an attempt to reduce airspeed quickly he flared with a 15 kt tailwind, resulting in the main rotor overpitching. The helicopter was levelled but one skid entered water adjacent to the edge of the stream, and the other skid landed on the bank. The skid in the water sank into the sandy bottom and the helicopter slowly rolled on to its side. Considerable damage was caused to the rotor blades and airframe when the blades contacted the water.

An emergency locator transmitter was carried but did not activate during the impact sequence.

The pilot reported that the number three engine was shut down after the oil pressure indicator showed erratic movement and then dropped to zero. The low oil pressure light did not illuminate. The flight continued for an uneventful landing at the planned destination. Post flight examination confirmed erroneous oil pressure indication. The oil pressure transducer for the number three engine oil pressure gauge was replaced and the aircraft returned to service without further incident.

The aircraft was on descent towards Brisbane via Jacobs Well. The crew reported seeing glare from what they believed was a laset light east of the Brisbane - Gold Coast highway near the Gold Coast.

The light was not known to CASA. Consequently, there was no NOTAM concerning the light. CASA advised that it had also received a report concerning the light from a helicopter operator and intends to conduct a night flight to determine the position of the light and then proceed with NOTAM or other action as appropriate.

The aircraft had been radar vectored for a pilot intercept of the outbound track. The controller had monitored the aircraft's track, which indicated compliance with the planned track. Later the aircraft was observed diverging from track and potentially in conflict with an overflying aircraft. The controller instructed the pilot of the diverging aircraft to adopt a new heading to avoid a loss of separation. A subsequent report from the pilot indicated that he had been using the course deviation indicator bar to maintain track. The bar had later moved to one side, and he had turned to centre the bar. He later found that the bar was giving erroneous indications compared with the RMI needle.

The pilot reported that the flaps became asymmetric when full flap was selected at about 300 ft on final for landing at Palm Island. The pilot immediately returned the flap selector to the previous position and carried out a "go around". The flight returned for an uneventful landing at Townsville. Post flight examination found the right flap extend cable had failed in the radius of a pulley. The cable was due for special inspection in approximately 20 hours flight time.

The maintenance organisation, Operator and CASA Airworthiness in Townsville were all contacted concerning this incident. The maintenance organisation is currently submitting a Major Defect Report detailing the failure. The maintenance organisation will be recommending to CASA that the affected cables be placed on a shorter special inspection period or be replaced at short time intervals.

The aircraft was being radar vectored to short final approach runway 01. ATC had advised that a Cessna 210 aircraft was conducting aerial work near the runway. The B737 crew could clearly see the Cessna, and it did not threaten safety. Just before turning on to final approach, a TCAS resolution advisory was triggered by the Cessna. The approach and landing continued uneventfully.