During the take-off, the engine instruments were checked while the helicopter was in a hover and no abnormalities were noted. Just as forward movement was commenced a loud noise was heard and all engine power was lost. A significant drop in rotor rpm occurred and the main rotor struck the tail boom during the subsequent forced landing. Inspection revealed a total mechanical failure of the engine compressor. The majority of compressor blades were found to be broken and the resulting degree of damage precluded identification of the location of the initial failure. However, the examination of sections of blades revealed corrosion pitting consistent with inadequate compressor washing servicing. The aircraft had been operating in a corrosive atmospheric environment and it is probable that the initial failure within the compressor resulted from corrosion induced fatigue.

The pilot had recently purchased the aircraft and intended taking it to his local aerodrome. About 20 minutes after DEPARTURE the engine suddenly lost all power and the pilot was committed to a landing on unsuitable terrain. On landing the nose and left main wheels were torn off and, the left wing main spar was broken. When inspecting the aircraft after it had come to rest, the pilot discovered a loose connection in the fuel line on the inlet side of the fuel filter bowl. The aircraft had stood disused at the DEPARTURE ALA for about two years and the pilot conducted a detailed pre-flight inspection and a test flight before DEPARTURE. The maintenance release was not readily available prior to DEPARTURE, but its inspection subsequent to the accident indicated that no maintenance inspections had been conducted on the aircraft during the previous 27 months.

The pilot was engaged in a local soaring flight when she judged that an outlanding was necessary. The wind conditions were assessed by observing dust from vehicles on a dirt road and a landing pattern was established. On final approach into a large cleared area, the pilot became aware of an increased ground speed and altered the flight path to land into rising terrain. During the landing, the right wingtip struck the ground and the glider was substantially damaged during the ensuing ground loop. On alighting from the glider, the pilot became aware of strong variable conditions that had induced a tailwind component on landing and probably caused the left wing to lift during the landing roll.

The pilot was making a night visual approach to the end of a strip which was to serve as a helipad. The pad was illuminated by the headlights of a vehicle while lights from a house and shed provided additional peripheral light sources. The pilot reported that there was considerable turbulence adjacent to high ground near the strip. The approach was being flown at an indicated airspeed of 50 knots. While passing over the high ground at a height of about 400 feet, the airspeed suddenly reduced to virtually zero and a large sink rate developed. The pilot attempted to go-around but the helicopter continued to descend until it struck the ground in a near vertical descent. The terrain and wind velocity were such that windshear over the high ground was probable. However, it was considered unlikely that this alone would have resulted in such a severe loss of airspeed. It was possible that the pilot, who had limited night flying experience, had not noticed a decay in airspeed prior to the sudden descent. If this was the case, the conditions were suitable for the aircraft to enter a vortex ring state. The fact that when the pilot increased power and collective the descent continued would also support this conclusion.

The aircraft joined the circuit for a landing on the duty runway, 06. On short final the pilot was advised that there was a 3 knot tailwind. She continued with the landing and as the tail was lowered to the runway, after touchdown, the aircraft began to accelerate and yaw to the left. Corrective action was taken and the yaw stopped. However, as the pilot applied the hand operated brake, the aircraft again yawed quickly to the left and ground-looped before coming to rest on the right wing tip and nose. During the landing the wind had changed from a light north-easterly to an 18 knot south-westerly.

The helicopter had been parked adjacent to a refuelling platform 60 millimetres high. As the pilot was bringing the aircraft to the hover prior to take-off the right skid contacted the platform. The pilot attempted to correct with cyclic but the helicopter rolled to the right and came to rest on its right side near the platform. The contact between the skid and the edge of the platform had induced dynamic rollover. The pilot had evidently not identified the problem in time to take the appropriate corrective action of lowering the collective control in order to place both skids on the ground.

After establishing level flight with an external sling load, the pilot felt a bump from the rear of the helicopter. He corrected the accompanying pitch change and then a second bump was felt. The load was jettisoned and immediately the helicopter began yawing to the right. The pilot was unable to regain control before the helicopter struck the ground. The pilot had not flown helicopters for two years and although he had recently completed a check flight, slung operations were not covered. On this operation the pilot was substituted for another pilot who was unavailable. The load carried on this run was identical to loads previously carried, but much lighter. The pilot elected to use the same cruise speed as for the heavier loads. The load became unstable and encountered the tail boom. Upon its release the load slid back and was struck by the tail rotor, breaking off one blade and snapping the drive shaft.

During the fifth touch-and-go landing of a period of solo circuits the student pilot applied right rudder in anticipation of the expected swing as take-off power was applied. The aircraft immediately swung to the right and the student, becoming confused, applied further right rudder pressure. The aircraft left the runway and impacted a ditch outside the flight strip. The pilot was not using the sash component of his seat belt and he suffered a facial laceration when he struck the instrument panel during the impact.

It was reported that shortly after the takeoff roll had been commenced the left wing contacted the ground. The glider groundlooped and skidded off the runway. Visibility had been reduced at the time of the accident by dust generated by the tug aircraft.

The pilot, who was inexperienced in total hours and hours on the aircraft type, landed the aircraft firmly. A bounce occurred but the pilot persevered with the landing. After the aircraft had bounced a further three times the nose wheel collapsed and the aircraft slid to rest on its nose.