Circumstances:

The aircraft was making its third landing on the airstrip for the day with a reported crosswind of 7 to 14 knots from the right. After touchdown as the aircraft slowed to about 30 knots the aircraft was struck by a large wind gust lifting the tail. The propeller struck the ground and the aircraft overturned.

Throughout the afternoon the pilot had flown the aircraft on a number of sorties in the area. During the subject flight the pilot reported abeam a point on Hook Island, enroute to pick up some passengers he had dropped off earlier. No further communications were received from the aircraft. An extensive search failed to find any trace of the aircraft. A thorough investigation has found no reason for the disappearance of the aircraft.

Circumstances:

It was reported the balloon was being flown with a southerly drift in excellent weather conditions. After a flight of about 75 minutes, the pilot landed the balloon in a suitable paddock. Following a normal touch down, the balloon basket was dragged about 70 metres. Some days later a passenger was found to have suffered small fractures in the lower part of one leg, the injury apparently resulting from the landing slide.

The pilot had not landed at the strip before, and made four inspection runs prior to approaching to land uphill. There was a gusting crosswind from the left. He stated that as he flared to land, the aircraft suddenly veered to the right, and he applied full power to go around. The aircraft could not outclimb the rising terrain, and touched down in an adjacent field. It ran through a fence and struck an earth bank. The nosegear was torn off and the aircraft overturned. The strip selected by the pilot for landing had an upslope of 6 percent, which is in excess of the maximum allowable for the aircraft. The aircraft was unable to outclimb the terrain during the attempted go around because the slope of the terrain exceeded the climb performance capacity of the aircraft.

The aircraft was being flown by the pilot under supervision. Touchdown was made 450 metres beyond the threshold of the strip. The pilot applied heavy braking and the aircraft began to skid and slide sideways down the strip. About 560 metres after touchdown, the right hand main gear over centre-lock released due to the side loads imposed. These loads were transmitted to the braze rod which failed, causing the gear to collapse. The right wingtip and propeller struck the ground.

Circumstances:

The pilot was conducting an agricultural seeding operation into a cleared paddock which was heavily timbered along its western boundary. The swath runs were in an east/west direction, with a left hand procedure turn at the completion of each run. The pilot reported that during the procedure turn at the western end of the paddock, the stall warning sounded, and the aircraft commenced to sink. The pilot attempted to dump the load but was unable to activate the hopper dump door. The aircraft stalled from a height of approximately 100 feet above ground level, impacting the ground in a nose and left wing low attitude. The pilot could not recall a loss of engine power during the procedure turn. The investigation did not reveal any airframe deficiency which could have contributed to a loss of performance. A subsequent bulk strip of the engine revealed that the number six cylinder exhaust valve pushrod was bent, and the associated valve was sticking. It is considered likely that these defects would have contributed to a loss of power. However, the precise reason for the loss of performance could not be determined. The reason why the pilot was unable to dump the hopper load could not be determined.

Significant Factors:

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

1. The aircraft lost performance during the procedure turn.

2. The number six cylinder exhaust valve pushrod was bent, and the valve was sticking. This accident was not the subject of an on-scene investigation.

The pilot reported that he had made five spray runs and was completing a procedure turn when the aircraft began to sink. He immediately applied full throttle and maximum RPM but the aircraft did not respond. The pilot stated that while his attention was on avoiding some tall trees, he was unable to grab the dump cable handle. The aircraft impacted the ground, nosed over, and came to rest inverted. The cockpit was immediately engulfed in flames, but the pilot was able to free himself and escape through the left side hatch. The aircraft exploded shortly after the pilot had vacated. The engine was torn out by impact and was thrown clear of the fire. The engine was later test run satisfactorily and was considered to be capable of developing full power.

Shortly after reaching the cruising level of flight level 310, the aircraft encountered a severe downdraft. The seat belt sign had been on since DEPARTURE. However, one passenger was thrown into the overhead panel and fell back on to the seat arm rest, receiving five broken ribs. No fault was found with the seat belt or its buckle. The reason the passenger was not strapped in at the time of the occurrence could not be determined. Although the aircraft was in cloud at the time, no weather radar returns had been received. Severe turbulence had been forecast for the area.

Circumstances:

The pilot intended to conduct spreading operations on nearby sugar cane fields. During the latter part of the first take-off of the morning, the aircraft failed to lift off as anticipated and entered a sugar cane field at the end of the airstrip. The pilot discontinued the take-off, but the aircraft was substantially damaged when it ran into a ditch, in which lay several disused telegraph poles. The pilot reported the aircraft encountered an isolated tailwind gust during the take-off. He said he attempted to dump the load but was unsuccessful due to the damp condition of the fertiliser.

Significant Factors:

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

1. The aircraft encountered an isolated tailwind gust during the critical stage of the take-off.
2. The load did not dump due to its damp condition.

Circumstances:

The aircraft was engaged on a scheduled international passenger flight. Between Narita and Guam, the aircraft weather radar was used to avoid unforecast, isolated cumulonimbus cloud formations. Approaching Guam, the flight conditions were smooth with the aircraft flying through cirrus cloud. The Captain and Second Officer, who were on duty on the flight deck, were monitoring the weather radar. A heading change to the right of track was required to avoid weather activity observed by radar over the island. Whilst regaining track, the aircraft encountered an area of severe turbulence lasting for approximately 30 seconds and resulting in vertical accelerations of +1.8G and -0.4G. Forty passengers and two cabin attendants were injured. At the time of the encounter the seat belt signs were off and most of the injured passengers were asleep with their seat belts undone. The Captain illuminated the seat belt sign immediately the turbulence was noticed. The injured were treated by the cabin crew and a passenger who was a qualified medical practitioner. The Captain was advised that none of the injured required immediate specialised treatment and, as the aircraft did not sustain any significant damage, he decided to continue the flight to Sydney. The airline company was notified, and the aircraft was met by medical staff on arrival. Twenty-eight passengers and cabin crew were conveyed to hospital for further treatment. It was determined the aircraft had encountered an area of turbulence associated with cumulonimbus cloud which was not detected by the aircraft weather radar. Although the seat belt signs were not illuminated, passengers were advised during an after-take-off announcement, to keep their seat belts fastened when seated. These announcements were made in English and Japanese languages.

Significant Factors:

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

1. The aircraft encountered an area of turbulence undetected by the aircraft weather radar.

2. The seat belt sign was not illuminated.

3. Many passengers who were sleeping, did not have their seat belts fastened.

4. The cumulonimbus cloud formations in the vicinity of Guam were not forecast.