Circumstances:

The pilot reported that the pre-start checks were completed, and the gear selector was noted in the down position with three green lights. The gear unsafe light was tested and found operational. Both engines were started, and when the brakes were released, the aircraft began to roll forward under idle power, as it was parked on a slight downhill slope. The gear warning horn sounded and at the same instant the nose gear collapsed. Both engines stopped when the propellers struck the ground. The drag brace had failed due to overload, allowing the nose gear to collapse. The aircraft had recently been conducting operations from soft wet strips in the Charleville area. The nose gear assembly was twisted out of normal alignment, leading to the drag brace failure. It is considered that this damage may have occurred during the operations from the soft surfaces.

The aircraft had been brought to Cheepie by the owner, who was attending a "fly-in". It was lent to the pilot so that he could carry out circuits. The first take-off was to the north, and about three circuits were completed, with landings into the south, before the pilot decided to make the final landing into the north. On final approach, the aircraft struck telephone wires, nosed over and landed inverted. The wires were about six metres above ground level and the pilot had not been aware of their existence before the accident.

The aircraft had been chartered to transport a television film crew to Sydney, departing Armidale at 2130 hours. After rising about 0800 hours the pilot had spent the day working in his garden and watching television. At about 1600 hours he went to the airport to prepare the aircraft for the flight to Sydney and to submit a flight plan. He returned home at 1745 hours for a meal and planned to proceed to the airport at 2045 hours. Shortly afterwards he received a telephone call from another client requesting a charter flight to Sydney. He agreed to carry out the additional flight and DEPARTURE was made from Armidale at 1830 hours, with the return flight arriving from Sydney at 2130 hours. After landing the pilot refuelled the aircraft and waited at the airport for the film crew, who were delayed and finally arrived at about 2310 hours. The film crew requested that an additional passenger be flown to Sydney and after calculating the weight of the baggage the pilot agreed to the carriage of that passenger. The aircraft was loaded, with the front seat beside the pilot being occupied by Mr Phillips. The other three passengers were seated in the rear passenger area, one facing aft while the other two faced forward. All passengers fastened their seat belts, although Mr Phillips used only the lap portion of the lap/sash belt which was provided for the front seat passenger. After both engines were started, the aircraft was taxiied to the threshold of runway 23 where the engine checks were completed. The take-off run was commenced and a witness reported that the aircraft became airborne after a ground roll of about 1100 metres and then commenced a shallow climb.It then disappeared from sight. It was established the aircraft entered a descent and shortly afterwards it collided with a number trees in an apple orchard before impacting the ground about 1400 metres beyond the point where it became airborne. Subsequent investigation did not find any fault with the aircraft or its systems that would have contributed to the accident. At the time of the accident the wind was calm, the night was dark with no moon light. Once the aircraft passed the end of the runway no ground lights would have been visible to the pilot. These conditions may cause a pilot to experience sensory illusions; so he must rely solely on the flight instruments in order to establish and maintain correct aircraft attitude. Whether the pilot of VH-AWT was affected by such illusions on the particular occasion could not be positively determined. The pilot selected the initial climb attitude of the aircraft by referring to the runway lights. This technique is considered less than optimum, for the recommended technique requires reference to the flight instruments for attitude selection and maintenance. Reliance upon reference to runway lights during the initial climb may result in a lower than desired climb attitude where a runway slopes down in the direction of take-off. This condition exists on runway 23 at Armidale. ((1))

Circumstances:

The pilot reported that the nosewheel had fallen off after take-off and that the aircraft had settled onto its nose during the subsequent landing. The retaining nut had been stripped from the axle bolt although the split pin was still in place. The surface of the departure strip was described as rough.

Circumstances:

After flying to the resort, the pilot landed the helicopter and picked up a photographer for local area photography. He reported that the initial runs were flown at 500 feet above ground level. During some of these runs the wind changed in direction from north to east and was about 10 knots in speed. The pilot noticed on some occasions, when the wind was a tailwind, it caused control difficulties. On one pass, at about 200 feet above the ground and travelling forward at about 30 knots, the helicopter was again affected by a tailwind. The pilot was unable to prevent it yawing to the right. The rotor rpm decayed, collective was lowered, and the aircraft was flared at about 100 feet, but the sink rate could not be arrested. The helicopter struck the ground at a high rate of descent but remained upright. Evaluation of the flight indicates that the pilot was flying very slowly with a tailwind. He lost directional control, and insufficient power was available to sustain rotor rpm. The pilot later flared the aircraft too high to enable a landing at a safe rate of descent.

Significant Factors:

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

1. The wind was variable in direction.

2. The aircraft was being operated at slow speed and with a tailwind.

3. The pilot lost directional control.

4. The pilot misjudged the height to begin the flare for landing. This accident was the subject of an on-scene investigation.

Circumstances:

The aircraft was on its first flight at the time of the accident. All engine parameters had been normal during extensive ground testing and immediately prior to take-off. The aircraft was in a turn at 600 feet after take-off when the engine began to run roughly. The pilot commenced an approach for a forced landing in a paddock which appeared to be suitable. However, just prior to touchdown he observed a ditch running across the paddock. He attempted to clear the ditch, by raising the nose, but the right wing dropped. The right mainwheel struck the ground and was torn off, causing the aircraft to settle into the ditch and overturn. An inspection of the engine indicated that some of the cylinder head retaining bolts were not torqued correctly. In addition, the spark plug in the left rear cylinder had been inserted with a crossed thread and was not seating correctly. The centre electrode of this plug has been destroyed. There was damage to both the cylinder head and the exhaust valve seat and there were indications that combustion gases had been blowing past the poorly seated spark plug and the closed exhaust valve. Ceramic deposits, from the missing electrode, were found in the cylinder and the exhaust port. The engine had been purchased and installed as a correctly certified zero-time unit, although the spark plugs had been removed and replaced prior to the flight.

Significant Factors:

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

1. The procedures used during assembly of the engine and installation of the spark plugs were inadequate.

2. The partial loss of engine power, resulting from damage caused by the incorrect assembly, forced the pilot to carry out a landing on unsuitable terrain.

The balloon operator had arranged a familiarisation flight for visiting travel agents. After some low and higher level demonstrations, the pilot descended the balloon to drift at treetop level above the Todd riverbed. As he was aware of powerlines in the vicinity he elected to land on a clearing just ahead. The pilot activated the rip panel which resulted in a high descent rate and very hard landing. The pilot became committed to the landing on unsuitable terrain after choosing to descend too early. The pilot of another balloon, that had been operating in company with this balloon, had delayed his descent a short time and made a successful landing on an open area. This accident was not the subject of an on-site investigation.

Circumstances:

The helicopter was flying at about 25 knots and a height of about 75 feet, 10 feet to the left of power lines. The passenger was surveying the wires. As the helicopter approached a tree line, the pilot increased collective. However, rotor RPM decayed, and the helicopter descended rapidly, hitting the ground and rolling over.

Significant Factors:

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

1. The pilot overpitched the main rotor, resulting in a loss of rotor RPM.

2. Insufficient height was available for the rotor RPM to recover before the helicopter struck the ground.

Circumstances:

The pilot reported that the engine stopped suddenly at about 120 feet during initial climb. As there was insufficient altitude to return to the strip, an emergency landing was effected into a near-by paddock. Investigation determined that the flexible rubber induction ducting had detached and been sucked into the carburettor box blocking off the air supply to the carburettor.

At the conclusion of an aerobatic flight, the pilot intended to practice a number of circuits and landings. Two touch-and-go landings were completed, and the pilot positioned the aircraft for a full-stop landing in 10 knot crosswind conditions. Towards the end of the landing roll, the aircraft commenced to ground loop to the left. The pilot applied corrective rudder and brake, but was unable to arrest the swing. He then applied full power, with the intention of becoming airborne and passing between trees which lined the side of the strip. The aircraft lifted off, but then collided with a tree, fell to the ground, and came to rest inverted. The particular type is known to be difficult to control directionally. It was considered possible that the pilot had relaxed his concentration after the aircraft had touched down.