The pilot reported that during the take-off roll the aircraft accelerated to rotation speed. It was then that the pilot felt that the aircraft performance was not normal and rejected the take-off. The aircraft overran the end of the 1100 m strip and struck a log hidden in grass. The left main gear collapsed.

The crew of VH-MVW reported that the Mackay-Proserpine leg was flown OCTA. They requested traffic from Flight Service prior to descent and were given no IFR traffic. Transfer to Proserpine MTAF was made at 15 DME and an inbound call made with no reply. A further call was made on entering downwind for runway 11. Again, there was no reply. When VH-MVW was on short final approach for runway 11, a Cessna aircraft was seen crossing from right to left at low altitude over the other end of the runway. As the aircraft turned off the runway, a parachutist was seen descending into the aircraft parking area opposite runway 06/24. The crew were not previously aware of the aircraft or the parachutist.

The pilot of the parachuting aircraft reported that he had been cleared to climb into controlled airspace to 8500 ft for the drop. He was given VH-MVW as traffic Mackay-Proserpine. His aircraft was equipped with only one VHF radio. He transferred to MTAF frequency three minutes prior to the drop advising intentions. After the drop, he transferred to the MTAF passing 4000 ft and advised his intentions. At no time did he hear a call from VH-MVW.

A significant aspect to this incident was that VH-MVW was on Flight Service frequency while the parachuting aircraft was on the area control frequency. The indications are that each aircraft crew was complying with procedures in terms of MTAF operations although it is puzzling that VH-MVW did not receive any of the calls reportedly made by VH-DBP on returning to the circuit area. The situation was exacerbated by the pilot of VH-DBP having only one VHF radio and not being able to maintain a continuous listening watch on the MTAF.

Parachuting has been in operation at Proserpine for approximately two months. At this stage, the relevant maps and charts do not display the parachuting symbol at the Proserpine location.

Safety Action

1. An arrangement has been established whereby the parachuting organisation will advise Flight Service when parachuting operations are going to take place. This will enable Flight Service to advise IFR aircraft of such operations.

2. The parachuting organisation has undertaken informally to ensure that aircraft engaged in parachuting operations are dual VHF equipped.

3. The question of map and chart amendment to show parachuting operations at Proserpine has been referred to Air Traffic Services.

The pilot was taxiing the aircraft for take-off. The taxiway runs adjacent to the verandah of the Wagin Aero Club. As the aircraft passed the Aero Club, a book that the pilot was using fell to the cockpit floor. The pilot reached down to retrieve the book and as a result his attention was distracted from control of the aircraft. The left wing, outboard leading edge, collided with a verandah post causing substantial damage.

Because of the condition of the strip, the technique the pilot used for take-off was to set 20 degrees flap and apply almost full back elevator control to lift the aircraft off the ground at low airspeed and to then accelerate in ground effect before climbing away. On this occasion, after lift-off at 55 kts, the control column became jammed near the fully back position. The aileron control was partially jammed.

At about 300 ft, with the aircraft in a high nose attitude and the airspeed decreasing through 40 kts, the pilot reduced engine power and the nose attitude decreased. He was able to climb the aircraft to about 500 ft and maintain pitch control through the use of engine power and flap. The rudder was used for roll control.

The pilot conducted a straight-in approach to Inverell and landed safely.

Post-flight inspection revealed that a multi-pin plug had become detached from an ADF indicator unit in the instrument panel. The plug had lodged in the slide channel for the control column, thus causing the restriction.

The aircraft was departing Bundaberg on the second leg of a ferry flight from Brisbane to Rockhampton. The take-off was rejected, during the initial stages of the ground roll, after the pilot noticed a low manifold pressure indication for the left engine.

During the subsequently ground run to determine the cause of the low manifold pressure, smoke was observed coming from the left engine compartment. The engine was immediately shut down and the engine fire extinguisher activated.

Later examination of the engine found that the right exhaust collector for the turbocharger had broken away, near a slip joint coupling. Hot exhaust gases escaping past the broken section caused extensive heat damage to the lower inboard engine nacelle skin and the right engine bearer.

Specialist metallurgical examination of the failed pipe has concluded that the exhaust pipe had failed due to high temperature corrosion. It further concluded that the failure was initiated by localised hot pitting attack (corrosion) on the inner surfaces of sections of the exhaust system. In one section of the pipe, pitting had led to the perforation of the weld deposits in the lap joints. A second failed section showed extensive pitting around the circumference of the pipe which led to separation of that section. The report advised that the development of the pitting attack responsible for the failure of the exhaust system was dependent on the combination of a number of factors.

The deposition of oxides from the products of combustion, predominately lead oxide.

The reaction of these oxides with the oxide film formed by the heat-resistant alloy in response to exposure to elevated temperatures.

Operating the engine under conditions which result in the temperature of elements of the exhaust system exceeding the melting point of the oxide mixture.

Features of an exhaust system, such as bends and slip joints, that increase the temperature locally or concentrate the products of combustion may also contribute to the development of localised pitting attack.

During the investigation other evidence was obtained which indicates the engines for this aircraft may have been operated for extended periods at excessively lean settings. It is probable that this lean operation provided the elevated temperatures which was one of the contributing factors in the initiation of the localised pitting attack (corrosion).

The aircraft was engaged in spreading Gypsum from an airstrip with an elevation of 3,200 ft. Take-offs and landings were conducted towards the west, with the wind varying from the northwest to the southwest and increasing in strength. The pilot reported he had encountered high sink rates and turbulence in the treatment area on previous flights.

Acceleration and lift off during the next take off appeared normal but the aircraft almost immediately began to sink. The pilot lowered the nose and activated the load dump system. However, the sink could not be arrested, and the aircraft collided with a fence. The engine and both wings were torn off.

About 10 minutes after departing Bankstown for a local flight, the pilot noticed a reduction in engine RPM. Believing the throttle friction had become loose, he increased the throttle setting and tightened the friction. Soon after, the RPM again decreased so the pilot commenced to turn back towards the airport. During the turn the engine oil pressure indication decreased to zero. The pilot advised the tower of the problem, and of his intention to land on an abandoned airstrip. The engine was shut down after it began to vibrate, and the pilot informed the tower that a forced landing would be carried out in a field. During the subsequent landing the nosewheel entered a drain and the aircraft overturned.

Investigation later revealed that a connecting rod bolt had failed, resulting in a loss of oil pressure and subsequent engine failure.

The helicopter was engaged on a cattle mustering, with several landings being made to open and close gates. On the accident flight the pilot noticed that the fuel gauge was indicating less fuel than expected, but he then became involved in mustering some troublesome cattle and the next time the gauge was checked it indicated empty. As the low fuel light had not illuminated the pilot decided to land as soon as he found a clearing, but about 30 seconds later the engine failed. The helicopter had been flying about 5 feet above the treetops at about 20-25 knots.

The pilot attempted to sideslip to the right into a slightly more open area but was unsuccessful and made an autorotational landing into the trees, the helicopter coming to rest upright suffering substantial damage.

Subsequent investigation revealed that the fuel filter bowl had been distorted, probably by a projection on the ground during one of the previous landings, allowing fuel to leak until the engine failed due to fuel exhaustion.

The Mooney was landing at Mackay after an uneventful flight from Brampton Island. During the landing roll the right main landing gear slowly retracted until the wing was scraping on the ground. The gear extension system for this model aircraft is manually operated by the use of a handle in the cockpit. The pilot advised that the handle was down and locked prior to landing.

A subsequent investigation found that actuation of the landing gear was inhibited due to rust on the surface of the metal drive rods and plates. As a result, the right main landing gear had failed to lock into place even when the extension handle was locked down. The right main landing gear slowly retracted as the aircraft settled onto the partially extended leg.

The operator's maintenance facility advised that the aircraft had not flown for an extended period, and that the area where the aircraft was normally parked is close to the sea.

The pilot reported that enroute at FL210 the aircraft had been cruising on top of stratus cloud in clear sky. About five miles prior to top of descent, thin altostratus was encountered. This prompted the pilot to select the airframe anti-icing systems on. The windscreen heat, pitot heat and fuel vent anti-icing had been selected on prior to take-off.

The aircraft then encountered heavy rain and light to moderate turbulence. The autopilot was disengaged, and descent was commenced. Shortly afterwards, the pilot noticed the airspeed indication had decreased to 120 knots and the vertical speed indicator was showing a 500 feet per minute rate of climb. The pilot then lowered the nose of the aircraft, but the airspeed continued to decrease. The side windows of the aircraft cockpit were completely iced over.

The airspeed decreased to below the stall speed and the turbulence increased. The pilot selected full power and transmitted a mayday call, believing the aircraft may stall. Shortly afterwards, the pilot felt the aircraft shake and a severe jolt occurred. He then had a sensation of the aircraft pitching violently nose down. After this the airspeed increased rapidly towards VNE and rate of descent was indicating 5000 to 6000 feet per minute. The aircraft was then recovered to the normal descent profile and subsequently landed at the destination without further incident.

A check of recorded radar data showed that the aircraft did in fact experience a high rate of descent over a period of some 38 seconds while on descent between FL165 and FL140. Average descent rate over this period was approximately 4000 feet per minute with a peak rate in excess of 6000 feet per minute. Airspeed was also increased during this period.

The forecast freezing level was 5000 feet and icing conditions were forecast to be moderate in cumulus, altocumulus and altostratus type cloud.

Significant Factors

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

1. The aircraft entered an area of severe icing with which the aircraft anti-icing systems were unable to cope.

2. As a result, the aircraft pressure instrument sensing systems were adversely affected by ice accumulation resulting in abnormal airspeed and vertical speed indications.

3. This resulted in the aircraft entering a high rate of descent and high airspeed situation.