The aircraft was engaged in the aerial spotting of sheep and relaying the information by radio to ground mustering parties. When the muster was completed in that area, the aircraft was abserved to climb away, but the pilot's intentions were unknown. The aircraft was not seen again that day and when it had not returned by night a search was commenced. The wreckage was located the following morning near the site where the aircraft had last been observed. The aircraft had struck the ground in a nose low, right wing low attitude with no apparent forward speed. No fault was found with the aircraft that could have contributed to the accident. It is probable that while operating at a low altitude the aircraft had stalled and that the pilot had been unable to effect a recovery in the height available.

Circumstances:

The pilot, who was conducting a VFR charter flight, advised that the destination conditions were fine with a north westerly wind of 15 to 20 knots. Runway 26, the runway in use, is 983 metres long with 0.5 percent downhill slope at the western end and has a loose gravel surface. During the approach, the pilot selected 10 degrees of flap, but further flap selections were unsuccessful. The approach was then continued using the 10 degree flap configuration crossing the runway threshold, 80-100 feet above ground level, at 80 knots. While flaring for the landing the pilot believed that the wind veered, to a tailwind component and caused the aircraft to float further than anticipated. The aircraft touched down well into the runway and the pilot applied maximum braking, but traction was poor. The pilot then pushed forward on the control column in the belief that this would prevent the aircraft from becoming airborne and improve the nosewheel steering. With the subsequent reduction of weight on the mainwheels, and assisted by a flap setting producing lift, the aircraft would have "wheelbarrowed" along the remainder of the airstrip, which was now downhill. With approximately 100-150 metres of runway remaining, the pilot realised that there was now insufficient runway length available in which to stop or attempt a go-around. The aircraft crossed the end of the runway at about 30 knots and entered a ditch, located approximately 50 metres further on, causing the nose leg to collapse. The aircraft came to rest 70 metres from the end of the runway on its propeller and left hand wingtip. This accident was not the subject of an on-scene investigation.

The pilot reported that the aircraft became airborne after a ground roll of about 700 metres and initial climb was commenced at an indicated airspeed of 65 knots. Soon after lift off a lack of climb performance became noticeable and the airspeed reduced to 50 knots. Several gradual turns were made to avoid trees but the aircraft struck trees on rising terrain and impacted the ground. Examination of the engine revealed that the two front cylinders had been running over-rich. An incorrect model carburettor was found to have been fitted to the engine. However, it could not be determined if this had been the cause of the of the fuel mixture problem. Local aero club pilots reported that, in this aircraft, with the mixture control in the full rich position, the engine obtained about 200 RPM less than the optimum. It was well known to club pilots that the mixture control required leaning out by about three centimetres before take-off to achieve the correct engine performance. On the day of the accident, the pilot leaned the mixture slightly less than one centrimetre. It is likely that the loss of aircraft performance was the result of reduced engine performance caused by an over-rich mixture.

Circumstances:

The aircraft was to spread 600 Kilograms of nitrate on a local wheat crop. The weather was clear with a gusting 10 knot crosswind/tailwind from the left. Take-off from runway 04 was normal until as the tail was raised a swing developed to the left which could not be corrected by opposite rudder and braking. The aircraft veered off the runway the throttle was closed and the aircraft settled back on three wheels but continued to swing to the left. The pilot concerned he would collide with a levy bank to the left of the strip applied left brake in an attempt to ground loop the aircraft and stop. However, the right mainwheel sank into the soft surface resulting in damage to the right wing tailplane and tailwheel. The pilot later said that the gusting crosswind from the right plus the natural tendency of the aircraft to swing to the left could not be counteracted by opposite rudder and brake.

The initial touchdown was in a flat attitude and the aircraft bounced. The second touchdown was on the nosewheel and the propeller struck the ground. After the aircraft bounced again the pilot carried out a go around, during which he noticed about 75 millimetres free travel in the elevators. A safe landing was made and an inspection revealed damage to the firewall, which had moved the elevator control cable pulleys rearwards and allowed the cables to slacken.

Earlier in the day the pilot had undergone a dual check and was authorised to conduct the same operation solo. After some time in the training area he returned for a landing in light crosswind conditions. The aircraft landed heavily nosewheel first and bounced several times before the nose gear collapsed rearwards. The aircraft slid to a halt on its nose, 101 metres from the initial touchdown point. Recent rain had resulted in the available strip width being reduced to only 8 metres. The pilot advised that as he commenced to flare for landing the aircraft drifted off the centre of the strip. While concentrating to avoid landing on the soft sides of the strip he had not continued the flare and touchdown was made on the nosewheel. Although the pilot was aware of the actions required in the event of a bounced landing a go-around had not been attempted.

Circumstances:

With the wind from the right rear quarter at seven knots and 15 degrees of flap selected the pilot attempted a downhill take-off from a one-way 390 metre grass strip. The aircraft was about 100kg below maximum all up weight with the right fuel tank full and the left tank half full. The pilot reported that he flew the aircraft clear of the ground at an indicated airspeed of 50 knots after approximately two thirds of the strip length. Shortly after becoming airborne the stall warning sounded, and the aircraft yawed violently left. The aircraft collided with a fence before coming to a rest about 200 metres from the departure end of the strip. The pilot indicated that the aircraft became airborne at too low an airspeed and that this coupled with the fuel imbalance and the tail wind resulted in a loss of control.

On the two previous landings the pilot noticed a nose wheel shimmy during the landing roll. As his next stop was at his company's maintenance base, he advised the company of the problem. No nose wheel shimmy was noticed on landing, however, the aircraft was inspected by service personnel. During the subsequent take-off, a violent shimmy developed, the pilot abandoned the take-off as the nose leg strut fractured. The nose leg strut had failed from overload, most probably induced by the sudden onset of severe shimmy. The reason for the shimmy could not be positively established.

The pilot flared the aircraft for landing but then decided he was undershooting and applied full power to go-around. The aircraft climbed to about 7 feet when the left wing dropped and struck the ground. The aircraft yawed sharply to the left and the nose struck the ground heavily. The pilot was late in detecting the undershoot but when full power was applied to correct this, he failed to adjust the pitch attitude and the aircraft stalled.

On arrival in the destination circuit area the pilot was unable to obtain a safe "down and locked" indication for the landing gear. A diversion to a more suitable aerodrome was carried out and after all efforts to lock the left main gear down were unsuccessful, a safe landing was made with all wheels retracted. Damage was confined to the propeller blades and the under skin of the fuselage. The right main gear would not lock down because the lock mechanism was corroded and dirty. The corrosion and foreign matter prevented the down lock hook from positioning correctly.