The helicopter was cruising at 200 feet above ground level whilst the pilot searched for a vehicle that he wished to rendezvous with. Having sighted the vehicle coming towards him from the right front quarter, the pilot decided that rather than conducting a fly-past to attract the driver's attention he could achieve the same result by landing the aircraft beside the road and in front of the vehicle. To achieve this the pilot placed the helicopter in a hard right turn and entered a steep descent. As the helicopter rolled out of the turn the pilot realised that he had insufficient height available to completely arrest the descent before impact. Although the pilot's attempt to cushion the landing was partly successful, the aircraft touched down heavily and somersaulted.

During the landing roll, at about 25 knots, a wind gust from the left caused the left wing to rise and the right wingtip contacted the ground. The propeller contacted the ground, and the aircraft nosed over and came to rest inverted.

The pilot said that he did not observe any sign of crosswind during the approach.

The flight was uneventful until arrival in the circuit at Scone where the pilot reported he had difficulty in determining the position of the windsock and wind direction. He did not commence descent until the landing direction was ascertained and then elected to join the circuit for runway 11. After manoeuvring for crosswind, and making the required radio transmissions, the pilot realised he was too high and too close to the runway. He elected to adjust the circuit and leave the lowering of the landing gear until the base leg. On base leg, the aircraft was still too high, so the engine power was reduced to idle. The aircraft touched down a considerable distance along the runway with the landing gear retracted.

No defects were found with the landing gear actuating or warning systems subsequent to the accident. The pilot and front passenger were wearing headsets during the flight and stated they had not heard the landing gear warning horn until just prior to touchdown. The rear seat passenger heard the horn but did not notify the handling pilot.

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.