Circumstances:

The aircraft was carrying out calibrations of the RAAF Richmond Tacan transmitter and was planned to track out from Richmond on the 143 degree radial for 25 nm, track north-east to intercept the 108 degree radial at a point 25 nm from Richmond then to track inbound to Richmond on the 108 degree radial, flying all legs at 2 000 feet. Toward the end of the outbound leg, the pilot called Sydney Flight Service for clearance to enter the Sydney Control Zone. Before clearance was available, the aircraft penetrated Sydney controlled airspace over Bankstown Aerodrome, causing a breakdown of separation with another aircraft departing Bankstown on a Standard Instrument Departure. The pilot was instructed to call Bankstown Tower, which, after confirming the aircraft's altitude as 2 000 feet, instructed the aircraft to hold over Bankstown until onward clearance was available. The pilot was unaware that the lower limit of the Sydney Control Area was 1 500 feet over Bankstown Aerodrome, believing that the lower limit was 2 000 feet (as it is to the west of Bankstown), and that the aircraft was outside controlled airspace. This incident was not the subject of an on-scene investigation.

During a spray run which involved flight beneath a power line, the pilot lost sight of the supporting poles and assumed he had passed the cable. A pull up was initiated but the fin and rudder struck the cable, which tore about 15 cm from both surfaces. The aircraft remained controllable and a safe landing was subsequently carried out.

Shortly after a normal touchdown directional control problems were experienced and the left wing began to lower. The pilot applied full power and carried out a go around. The pilot advised the tower that the left mainwheel tyre was probably flat, and subsequently positioned the aircraft for another landing. Normal gear down and locked lights were illuminated, however after touchdown the left gear leg began to collapse and the aircraft slewed off the side of the runway. The left gear retracted due to insufficient overcentre action on the side-brace lock. This was compounded by wear in the side-brace centre-pivot. Both of these potential problem areas had been addressed by the aircraft manufacturer in relevant Service Instructions. Compliance with these instructions was not mandatory and the aircraft had not been modified.

The pilot misjudged the height of the aircraft above the ground when he initiated the landing flare. Touchdown occurred at a high rate of descent and the left gear collapsed. The pilot was inexperienced. During the day he had flown for almost 8 hours in Northern Australian summer conditions. Metal fatigue in the left gear oleo casting had reduced its capacity to withstand side load stress.

The pilot was approaching to land into the south. The wind at the time was from the south-west and gusting to about 30 knots. The first half of the strip was sheltered from the wind by a solid line of tall scrub and trees. The aircraft did not touch down when the pilot flared for landing and a go-around was initiated. At a height of about 10 feet and passing abeam of the end of the sheltered area, the aircraft suddenly moved violently to the left. The nose dropped sharply and the nosewheel dragged on the ground for some 10 metres before the pilot was able to continue the go-around. A diversion to a more suitable aerodrome was made, where a post-landing inspection revealed that the nosegear had been bent sideways by the previous ground contact. Because of the turbulent conditions, the pilot had approached at about 10 knots faster than normal. The strip was relatively short and the general crosswind in gusts was probably above the maximum for the type. A post analysis of the weather conditions indicated that wind gusts in excess of 50 knots may have occurred in the area.

Circumstances:

The pilot reported that some tape from the main rotor blades lifted and that the main rotor RPM decayed. A heavy landing ensued in the attempted recovery.

Circumstances:

The aircraft was positioned on the downwind leg of the circuit, for a landing into the east, at between 400 and 500 feet above ground level. While turning onto final approach the left wingtip struck a tree, and the aircraft fell to the ground. The pilot received back injuries.

Circumstances:

The pilot was spraying a paddock which required the aircraft to fly over a main power line near the southern boundary. At the completion of a spray run, the aircraft collided with and severed the top three cables of the main power line. The pilot decided to return to Quirindi to land and inspect the aircraft for damage. Before landing, all checks were completed including a functional test of the brakes. The landing was normal until the latter part of the landing roll when the aircraft commenced to veer to the left. The right brake failed as the pilot attempted to correct the swing. The aircraft ground looped, during which the right main gear leg and right flap were damaged. During the wire strike, electrical arcing had burnt a small hole in the right brake line. Although the right brake tested normally prior to landing, brake fluid escaped from the hole during heavy brake application on the landing roll. This report is based on information provided by the pilot.

Circumstances:

The pilot-under-training was making a practice power off approach in strong gusty wind conditions. There was considerable turbulence in the area. Just prior to round out the aircraft experienced a high rate of descent. Although substantial power was re-applied the pilot-in-command was unable to prevent the aircraft contacting the runway heavily in a right wing low attitude. The right main gear axle and main spar were bent and the right wing top skin was severely wrinkled.

The pilot advised that a normal touchdown was made on the mainwheels. However, shortly after the nosewheel was lowered to the runway the right gear leg collapsed. The aircraft subsequently swung off the side of the runway. There were no external witnesses and all four persons on board the aircraft reported that the landing was normal. Inspection of the aircraft showed that the right maingear leg had collapsed rearwards, consistent with the application of upward and rearward forces which exceeded the structural strength of the gear attachments. It could not be established whether the overload forces had occurred during this landing, or whether a heavy landing on a previous occasion had resulted in the weakening of the gear support structure.