In the latter stage of the landing roll the aircraft encountered a strong gust of wind from the right. The aircraft swung suddenly to the right and the pilot was unable to maintain directional control. The left maingear leg bent and the airframe distorted, allowing the left door to become dislodged. The aircraft came to rest on the runway, after having groundlooped through 130 degrees. Before landing the pilot had carefully monitored the Aerodrome Terminal Information. He was fully aware of the possibility of occasional wind gusts resulting in a maximum crosswind component of 15 knots, which is 2 knots above the maximum limitation for the aircraft. Also he was prepared to conduct a go-around should he have encountered any problems during the approach and flare during the touch down. It is also probable that the pilot relaxed his concentration too early during the landing roll, in anticipation of completing the day's flight.

During a training sequence, the pilot in command simulated a failure of the left engine. The pilot under check correctly identified the failed engine, and applied full right rudder to counter the effects of yaw. The flight then continued normally, but the crew were later unable to obtain a down and locked indication for the landing gear. An inspection from another aircraft revealed that the gear was only partly extended, with the nosewheel turned to the right. After all efforts to lower the gear were unsuccessful, a safe wheels-up landing was made. It was later discovered that there was a rigging fault in the nosewheel steering and rudder system. This had allowed a roller, which normally engages in a channel to centre the nosegear during retractions, to move outside the channel when full right rudder was applied. This had resulted in jamming of the nosegear.

The helicopter had been chartered because the passenger's farm had been isolated by flood waters. The crew carried out a survey of the area before landing to check the suitability of the chosen site. Shortly after take-off, the aircraft collided with a power line which was about 25 feet agl, and then struck the ground heavily about 15 metres beyond the line. Both the pilot and the crewman reported that they had sighted the power line during the survey prior to landing. However, the pilot subsequently forgot the presence of the line and conducted a shallow climb after take-off. Because the rear seat cushions were wet, the passenger was placed in the front seat, while the crewman occupied a rear seat. When he became aware that the helicopter was climbing at a shallow angle, he reminded the pilot to beware of the wires. The pilot then saw the power line directly ahead of the aircraft, but was unable to avoid the collision.

The pilot was engaged in spraying an area of grape vines. On the final spray path the aircraft had to pass under a set of power lines. The pilot reported that as the aircraft approached the power lines, it was affected by an updraught. He pushed the control column forward but the propeller and fin mounted wire deflector struck the power lines. The aircraft descended and struck a post used to support the vines before it came to rest in the crop. The pilot was inexperienced in agricultural operations. The final spray run involved a difficult task in that several obstacles had to be negotiated. It is probable that the aircraft was affected by a willy willy and that the pilot was unable to fully regain control of the aircraft before it struck the crop.

The pilot was attempting to take-off from a dirt road to fly to the Station's strip. Just as the aircraft became airborne a slight left turn had to be negotiated. During the turn, the left wingtip struck a clump of bushes and the aircraft slewed to the left. The left wheel struck an embankment and the aircraft proceeded through a small bush and also clipped the top off another small tree with the right wing. Full power was still applied to the engine and the aircraft was still airborne when the left tailplane caught on a large bush. The aircraft landed and the pilot then closed the throttle and abandoned the take-off attempt. It then ran through another large bush before finally coming to rest. The aircraft had been landed on the road, apparently because it was convenient, despite the fact that the station airstrip was only 400 metres away. The road was only 10 metres wide and had large bushes lining either side.

The pilot was engaged in the spreading of urea. During the operation he had observed that the aircraft was not performing as well as normal. He carried out a trouble check and after the completion of some rectifications and an engine run, believed he had rectified the problem. Six more sorties were completed without problem. However, shortly after takeoff on the next sortie the engine again partially lost power. The pilot decided to return and land, but not dump the load. During the turn toward the airstrip the aircraft stalled and impacted the ground with the left wingtip. The investigation determined that the loss of engine power was caused by a faulty magneto and contributed to by the generally poor condition of the engine. The engine had not been operating normally for some time, and attempts to rectify the problems, by unlicenced maintenance personnel, had not been successful.

During the pilot's second solo flight the aircraft bounced twice on landing. The pilot persisted with the landing attempt and applied forward control column pressure after each bounce. Following the second bounce the nose wheel struck the ground heavily and was torn off and the aircraft overturned.

The pilot was approaching to land after a period of solo practice in the training area. The touchdown was moderately heavy and the aircraft bounced. It then commenced to porpoise, until the nosewheel partially collapsed and the propeller struck the runway. The pilot was probably concerned because two other aircraft were approaching to use the same runway, and she perceived a need to vacate the area at the first taxyway. Witnesses reported that the aircraft did not flare for touchdown, and that it appeared that the pilot had tried to force it onto the ground.

After landing, the aircraft was backtracking along the runway when the nosegear collapsed. The pilot reported that at the time of the collapse the aircraft was moving at about 4 knots as it was slowed to take the turn into the apron. The nosewheel had become completely detached, allowing the oleo forks to contact the ground. A nosewheel bearing had seized from lack of lubrication. This had caused the axle to spin in its oleo support eyes. One support eye had failed because of the heat generated, and the other failed in overload, allowing the nosewheel to detach.

Circumstances:

The pilot had landed at Perth Airport and was taxiing into the parking bay when the left wing collided with the right wing tip of the aircraft in the next parking bay. The pilot reported that he was turning sharply right to enter the parking bay when the right brake lost all pressure. Both engines were shut down, but the aircraft did not stop before the collision. No fault was subsequently found in the aircraft's braking system.