The pilot was attempting a short field landing. When he flared the aircraft it landed heavily before the threshold on a rocky outcrop. The right maingear and tailwheel tyres deflated and the aircraft veered to the right and ran over a windrow, damaging the tailwheel assembly, horizontal stabilizer and elevator. The pilot had limited experience on the aircraft type and the approach was conducted in conditions of gusting wind and thermal turbulence. He had been taught to fly a short field approach with the stall warning horn continuously sounding. The approach was flown in this manner and the pilot could not recall the indicated airspeed during the approach.

On arrival in the circuit area, the pilot elected to land on runway 27. During the final approach to that runway he considered that the wind velocity favoured the opposite landing direction and carried out an overshoot, retracting both the gear and flap. The pilot does not recall lowering the gear at any stage during the subsequent circuit. Neither he nor any of the passengers recall hearing the gear warning horn when the second stage of flap was extended on the base leg. The aircraft was subsequently landed with the gear retracted. Investigation revealed that the gear and warning systems were serviceable. Although the pilot used the check list for the first approach he did not backtrack the list after the go-around, but instead relied upon his memory to initiate the required procedures prior to landing.

The aircraft was to be ferried out of the path of an approaching cyclone. Shortly after takeoff the pilot heard a loud noise and the engine began to vibrate violently. He turned the aircraft towards the only available area and transmitted a "Mayday" call. During the turn, oil began to stream over the windscreen from the rear of the engine. The area selected for landing was about 600 metres long and surrounded by low trees. The approach was high and fast and the aircraft was still airborne as it approached the end of the area. The pilot elected to stall the aircraft into the trees. The engine crankshaft was severely damaged on the No 4 and 5 big-end journals, consistent with a loss of oil, seizure of the bearings and eventual failure of the connecting rods. An explanation for the loss of oil supply to those bearings could not be established, however, it is likely that the bearings were able to spin in their mounts which blocked off those oil feeder holes. This accident was not the subject of an on-site investigation.

The pilot reported that while he was conducting a landing at his property strip, a calf and cow ran onto and along the strip. To avoid the animals he decided to delay any further descent until the aircraft had passed the animals. However, when the aircraft was about 15 feet above the strip, the nose dropped and the nosewheel struck the ground resulting in damage to the firewall, engine mounts and the cabin floor. The pilot did not adequately monitor the airspeed during the the extended hold off period and the aircraft stalled onto the strip. This accident was not the subject of an on-site investigation.

The pilot conducted the pre-take-off checks, including the engine runup, while taxiing for take-off. This resulted in a higher than normal taxy speed. Anticipating a 180 degree turn to align the aircraft for take-off, the pilot moved the aircraft to the right of the strip and looked back over his left shoulder. The right wing struck a four metre high tree which was located 10.5 metres to the right of the strip centreline. The aircraft pitched forward, lurched to the left and the left wing struck the ground before the aircraft settled back onto its gear. The pilot had suffered a delayed DEPARTURE earlier in the day due to the requirements of his business. He had not operated into the strip previously and did not notice the tree during an aerial inspection prior to landing.

The helicopter was being used as an platform for test equipment. Part of the test equipment included an aerial that was mounted vertically below the helicopter. This aerial could be retracted and stowed in a horizontal position for landing by operating a control which was positioned in front of the technician. On this occasion the pilot inadvertently attempted to land the helicopter with the aerial extended. Just prior to touch down the helicopter began to vibrate, the pilot lowered the collective and the helicopter rolled onto its right side. Following the completion of each test it was normal for the technician to raise the aerial prior to landing. On this occasion, the technician became engrossed with the transmission of test data and forgot to retract the aerial. The pilot was concentrating on the landing and neglected to ensure that the aerial had been retracted. Normally if a landing is attempted with the aerial extended a weak link in the system fails and the aerial is retracted by a spring. However, it is believed that because the helicopter touched down with little forward speed the weak link did not fail at the required time in the landing sequence.

The pilot landed the aircraft on a nine metre wide gravel road to check on one of his staff, working nearby. Following the check, the pilot commenced a takeoff towards the west in 10-15 knot northerly wind. At an indicated airspeed of about 40 knots the aircraft drifted to left off the side of the road. The pilot continued with the takeoff attempt but the aircraft continued to turn to the left, downwind, and travelled about 600 metres before the nosewheel entered a ditch and the aircraft overturned. During the takeoff attempt into-wind aileron was not used to conteract the crosswind. The takeoff attempt was not discontinued when the aircraft diverged from the intended takeoff path.

The pilot was engaged in mustering operations and was attempting transition from a low forward speed to an out of ground effect hover in order to turn a breakway beast. As he approached the hover, the helicopter experienced a sudden partial power failure. The pilot maintained the aircraft heading, lowered the collective lever and attempted to gain some forward airspeed. In the attempted landing with partial power, the helicopter struck the ground heavily and its main rotor blades hit a small sapling. The forced landing was made in light downwind conditions. Investigation revealed that the No 2 cylinder exhaust valve had failed in fatigue and the valve seat and retaining cap had failed in overload. Further testing indicated that the exhaust valve had been subjected to higher than normal operating temperatures which would have contributed to the premature failure of the valve.

The pilot was attempting to take off from an eight metre wide road. He initially aligned the aircraft so that it was pointing to the left of the intended takeoff path, to avoid a tree just off the side of the road. Just after full power was applied, as the pilot was realigning the aircraft after passing the tree, the left maingear overran a windrow on the edge of the road and the aircraft ran off the road. It mounted a one metre high dirt mound and rolled inverted.

After landing, as the pilot lowered the collective lever, the helicopter entered ground resonance. Recovery action was not taken by the pilot and one of the main rotor blades struck a fuel drum. The resulting imbalance of the main rotor system caused the rotor mast to separate from its attachment. An inspection of the helicopter revealed that the undercarriage oleo struts had incorrect and differing inflation levels, and that the main rotor dampers had been incorrectly assembled.