VH-TGT was conducting solo circuit training using right hand circuits for runway 21R, and at the same time VH-XYI was conducting dual circuit training using left hand circuits for runway 21L.

On downwind VH-XYI was cleared by the air traffic controller responsible for runway 21L operations to land ahead of another aircraft inbound from the north east. To increase separation the instructor decided to make a close in, steep gliding approach.

VH-TGT was cleared for a touch and go landing on runway 21R by the air traffic controller responsible for runway 21R operations, then both controllers became involved in monitoring other aircraft in their respective areas of responsibility.

An observer in the control tower noticed VH-TGT was on short final approach for runway 21L with VH-XYI, also on final approach, and descending rapidly towards VH-TGT. VH-XYI was instructed to go around, the pilot taking further avoiding action by banking to the left.

The student pilot in command of VH-TGT had less than 2 hours solo experience.

The pilot reported that shortly after take-off, at approximately fifteen feet above ground level, the aircraft yawed to the right and collided with some low scrub. The aircraft came to a stop clear of the right hand side of the strip. It was also reported that the strip met all requirements and that there were no apparent control malfunctions.

The reason for the loss of control was not determined.

The aircraft was descending in icing conditions with the engine anti-icing system selected ON. A loud bang was heard from the right engine and the aircraft yawed to the right with an associated reduction in torque. The right ignition light illuminated followed by right engine re-light with subsequent normal engine operation. The descent continued for an uneventful landing.

Investigation found one compressor blade bent. The blade was dressed in accordance with approved procedures. A subsequent ground test determined the engine anti-icing system was serviceable. It is likely that ice ingestion resulted in a short-term power 'rollback' coupled with minor compressor blade damage. Power was restored by the normal functioning of the auto-ignition system.

The pilot reported he was practising crosswind landings on runway 08. The wind was estimated as 135/15 occasionally gusting to 180/30. The approach was normal but as the aircraft was flared for touchdown, at a height of about five feet, a sudden gust lifted the right wing. The left mainwheel contacted the ground heavily and the left main landing gear collapsed. The aircraft yawed violently to the left, collapsing the right main gear before the aircraft came to a halt.

The pilot reported that the aircraft was being landed with about a 10 kt crosswind from the left. After the landing gear was selected down, the pilot viewed the three green landing gear down and locked lights. The approach was normal with the crosswind being countered by flying left wing down. The left wheel contacted the ground first, but the right main gear leg collapsed as it contacted the ground. The pilot lost directional control of the aircraft which slid to a halt about halfway along the strip near the left side.

Later inspection revealed that the lower forward lug on the bell crank assembly had failed resulting in the over-centre lock not being fully extended and the gear leg to collapse under the weight of the aircraft. The reason for the lug failure was not determined.

The owner pilot and his wife flew to Cape Naturaliste where a water landing was carried out and the aircraft was taxied on to the beach. On departure the aircraft was positioned for a water take-off into a 10-knot southerly breeze on a slight sea. The pilot reported that the aircraft lifted off after a few bounces at the end of the water run and was held level to build up climb speed. Shortly thereafter the aircraft appeared to yaw violently to the right, rolling to the vertical. The right wing entered the water, and the aircraft cartwheeled coming to rest nose down and inverted. The pilot was flung clear, and his wife was able to extricate herself from the wreckage. Both were supported in the water by their life jackets while awaiting rescue. The aircraft sank and was not recovered.

During the first take-off for the day some smoke appeared in the aft cabin. The smoke dissipated leaving a strong burning odour. The aircraft returned to Melbourne where a normal landing was carried out.

Investigation disclosed that the right engine had been internally washed during the overnight service. Ardrox 6345, an aqueous based cleaning fluid, had been utilised. This was the first time that this product had been used in this application. It was found that the approved rinsing procedure had not taken into account the foaming effect of the Ardrox 6345 and some residual fluid had remained in the hot bleed air section of the engine. This had been evaporated and burned during the take-off.

The operator has revised the rinsing procedure to preclude a repetition of this event.

The pilot was making his first flight in the aircraft type having done check flights in two other glider types on the previous day. After a 90-minute local flight he returned to the airfield and joined the circuit for a landing on the 080 degree strip.

The pilot reported that the approach was normal until just before touchdown when he closed the airbrakes. At this point the glider ballooned to approximately two metres above the ground and the airspeed decayed to less than 40 knots. The glider touched down heavily, hitting the ground tail first.

The investigation revealed that the pilot had misinterpreted information from an instructor regarding the use of the air brakes during landing. This resulted in the pilot using a faulty landing technique.

A number of agricultural aircraft were operating on fire suppression work from Snowy Range airfield which is situated in the Victorian Alps at an elevation of 5300 feet. The airfield has two grass strips. The north/south strip is 900 metres long and the east/west strip is 550 metres long. VH-DRO was based at Wangaratta and its pilot had never been to Snowy Range airfield. Because of this, when he arrived at the airfield, he made a touch and go landing on each strip prior to making a full stop landing. The pilot said the wind was a 12-knot westerly. The crosswind limit for the aircraft is 15 knots.

After taking on a load of fire-retardant chemical, the pilot taxied for take-off into the west using the short strip. The aircraft became airborne a short distance before the end of the strip and the pilot estimated it got to a height of about 10 feet. It then sank back towards the strip, clipped a fence at the end of the strip and shortly afterwards hit a dirt mound. The pilot said he realised then that the aircraft was not going to fly so he closed the throttle and let the aircraft slide to a stop over the rough ground.

The landing gear was torn out and the aircraft sustained substantial damage in the ground slide. After the pilot evacuated the aircraft, he noted the wind had dropped to completely calm conditions. This was verified by ground crew at the scene. Aircraft performance data indicated that under the conditions prevailing at the time of the attempted take-off, the aircraft would take about a 450 metre ground roll before becoming airborne which is approximately the distance taken on this occasion. The take-off distance required to a height of 50 feet was about 870 metres.

The pilot said that when the aircraft started to sink, he tried to dump the load, but his attempt was not successful.

The pilot taxied the aircraft for departure, back tracking to the north-west end of the runway. While turning right to line up for take-off, the left main landing gear collapsed, allowing the left propeller to strike the ground, stopping the engine.

The eye bolt attaching the landing gear side brace strut to the spar fitting was found to have suffered a corrosion fatigue failure allowing the gear to collapse inwards, i.e. in the direction of retraction. As this did not effect the downlock latching mechanism or micro switch at the strut elbow joint, all three green gear down lights in the cockpit remained on.

The operator had previously experienced this problems with similar type aircraft, and as the bolt is difficult to see during inspections, he instigated a program to replace it with a modified type. This aircraft had only recently been acquired, and the bolts would have been replaced at the first service by the operator.