The pilot advised that, during the take-off roll, the aircraft's left main wheel entered a soft, muddy area and he lost directional control. The aircraft entered a ground loop during which, the right wing contacted the ground.

The pilot reported that the aircraft was hit by a gusting cross wind during the landing roll. The aircraft then ground looped turning through 180 degrees before coming to a halt, on the western edge of the runway.

Later examination of the aircraft by a local LAME revealed that there was damage to the left landing gear, the left wing tip and wing strut and the windscreen had popped out.

Whilst climbing through 4,000 feet at about 400kts, the front canopy blew open and shattered but remained attached, hanging to the right side of the aircraft. The pilot reported that due to minor handling problems a minimum of 220kts approach speed was used. On touchdown the drag chute was deployed but separated from the aircraft, requiring heavy braking to be used. At about 100kts the nosewheel tyre failed and deflated. The aircraft was able to be taxied clear of the runway and shut down.

Ground investigation revealed that the front canopy lock was not in the fully locked position, allowing the canopy to open in flight. The drag chute operation could not be faulted, and it is suspected that the release button had been activated sometime prior to the flight. The button is lockwired and the lockwire was found broken. The checklist is to be amended to require this item to be checked before flight. The nose tyre probably failed as a result of the high landing speed, and heavy braking without drag chute assistance.

Whilst transiting the lane of entry outbound to Cessnock the pilot reported that the engine started to vibrate. The aircraft was turned onto a reciprocal heading to return to Hoxton Park, but the engine began to run roughly. The use of carburettor heat had no effect, and engine RPM began to decrease. The pilot elected to carry out a forced landing on a racecourse, but during the landing roll the aircraft collided with a barrier fence.

Investigation later revealed that all spark plugs were in poor condition, with heavy erosion to the centre electrodes indicating considerable operating time. Both plugs in number 1 cylinder had broken ceramics and the electrode gaps were closed. One plug in number 4 cylinder was fouled with lead. An engine run later confirmed that the inlet valves in number 3 and 4 cylinders were also sticking.

The pilot reported that when he was approaching Mount Isa at about 1220 a regular public transport jet was taxiing for departure for Brisbane. The pilot said he advised the jet crew that he would land short on runway 16 and exit via the cross strip onto the taxiway so that they would not be delayed. In his haste to land he omitted to lower the gear, and the aircraft skidded to a halt after a ground slide of about 250 metres commencing 400 metres from the threshold.

The pilot advised that the aircraft had recently had new engines fitted and the gear warning horn was activating at an excessive power setting. As an interim measure to overcome this annoyance, he had pulled the gear warning circuit breaker.

Shortly after take-off, at a height of about 250 feet above the ground, the engine lost power. The pilot applied carburettor heat which he said resulted in a brief surge of power after which all power was lost. The pilot dumped the load but while he was manoeuvring to avoid a fence the aircraft stalled and hit the ground heavily.

Subsequent investigation revealed that the engine fuel system was contaminated with water. The pilot had refuelled the aircraft from a 200-litre drum prior to take-off. Although he checked the drum for water contamination prior to refuelling and then completed a fuel drain check of the aircraft fuel tanks, he did not detect water.

Further investigation revealed that the 200-litre drum from which he refuelled had been sitting in a utility in heavy rain for a number of days and the drum bung had a faulty seal. The pilot believed there was no doubt that he had pumped water contaminated fuel into the aircraft fuel tanks which then found its way into the engine.

Factors

The following factors were considered relevant to the development of the accident:

• The pilot did not detect water in the fuel when he checked the drum source prior to refuelling the aircraft tanks.
• The pilot did not detect water in the fuel when he did his fuel drain check of the aircraft tanks after the refuelling.
• The aircraft engine lost power when it ingested water contaminated fuel.
• After the engine failure, the pilot stalled the aircraft at a low height while manoeuvring to avoid a fence.

When VH-CZM was transferred to the arrivals controller, the aircraft was observed to turn left at Wonthaggi and track 298 degrees towards BAYSI instead of 320 degrees towards Plenty. The controller subsequently radar vectored VH-CZM to Plenty. There was no breakdown in separation.

By replaying the communications tape, it was discovered that at 14.04.35 EST, the sector three controller had issued the following clearance: "Charlie Zulu Mike, STAR clearance Plenty One arrival, runway 34, maintain flight level 370."

The pilot read back: "Charlie Zulu Mike BAYSI One arrival, runway 34, flight level 370."

When the pilot read back a different clearance, the controller failed to notice the pilot's error. When the aircraft turned left, the pilot genuinely thought that he had been cleared for a BAYSI one arrival.

Significant Factors

The following factors were considered relevant to the development of the incident:

1. The pilot misheard the Plenty One clearance and read back BAYSI One.

2. The controller misheard the pilot's incorrect clearance read back.

The pilot reported that he had made an approach to land on runway 32. During the landing roll the pilot became concerned that the aircraft would not stop before the end of the runway, and he decided to go around for another circuit. The pilot applied power and attempted to fly the aircraft off the ground at the end of the runway. The aircraft did not climb, and the right wing collided with a three metre high tree causing the aircraft to slew around and touch down again. The right wing, engine cowl and nosewheel were also damaged as the aircraft came to a stop, still on its landing gear and pointing in the opposite direction to the landing, approximately 70 m from the end of the strip.

It is probable that the pilot flew the aircraft off the ground at too low an airspeed and the combination of the low airspeed and its associated drag prevented the aircraft from climbing clear of the obstacles.

Soon after take-off the aircraft was observed to drift to the right of the runway centreline and disappear into cloud. Subsequently the pilot broadcast a PAN call advising that the right engine had failed. The aircraft was vectored for a return to the airfield where a single engine landing was accomplished.

Maintenance checks disclosed that the engine was slow to accelerate and, that at 90% N2, the compressor stalled. A fuel control unit change and rigging check did not clear the problem; therefore, the engine was changed.

The engine has been placed into long term storage consequently the cause of the problem has yet to be established. A major defect report has been submitted to the Civil Aviation Safety Authority.

The pilot reported that he was having difficulty lowering the landing gear. He later advised that he was unable to lower the gear and that he intended conducting a wheels-up landing.

Later engineering examination found that the push pull cable, between the gear selector handle and the power pack, had broken. CASA Airworthiness at Coffs Harbour were advised the details of the occurrence and were able to recover the broken cable for further specialist examination.