During mustering operations the pilot landed on two occasions in order to visually check the amount of fuel remaining. Although the second of these checks revealed an estimated endurance of 20 minutes, the pilot elected to carry out a further short mustering task before returning to the refuelling area about 4 kilometres away. While enroute to the refuelling point the engine suddenly stopped. The pilot entered auto-rotation but had to manoeuvre to avoid trees and the aircraft subsequently landed heavily. The investigation revealed that the aircraft was serviceable but the engine had failed due to fuel exhaustion. The last landing to check the fuel quantity was probably made on sloping ground and could account for the overestimation of fuel remaining, although below required reserves, at that time.

Circumstances:

The pilot reported that during a landing on a road, and an attempted go-around, he was unable to prevent the aircraft veering to the left and colliding with a tree and a fence. The flare for landing had been commenced early resulting in a low forward speed and high nose attitude on touchdown. The pilot was only able to see the road through his side window, and it is believed that the slope of the road was a major factor in the loss of directional control.

The pilot had just completed a low-level turn to down wind when the helicopter began to sink. He applied power and collective control but was unable to arrest the sink and the tail rotor struck the ground. The helicopter then rotated 3-4 turns to the right and dropped heavily onto its skids. The pilot shut down the engine. Fire broke out and the passenger was struck by the still rotating main rotor as he ran around the tail to reach the boom-mounted fire extinguisher. The investigation did not reveal any fault with the aircraft that might have contributed to the accident. The reason for the helicopter sinking after the turn could not be positively determined.

The helicopter was weaving back and forth driving cattle. Height was about 30 ft and airspeed about 25 kt. The pilot heard a loud bang and believed the engine had failed. An autorotation was carried out into trees. The cause of the loud bang and the power loss reported by the pilot could not be determined. There was no suitable area available for the subsequent autorotational landing initiated by the pilot.

After touch down the aircraft began a series of bounces. The pilot initially attempted to control the aircraft with the elevators but then applied full power to go-around. However, the aircraft struck the ground in a nose-down attitude tearing off the nosewheel and bending the propeller blades. The pilot was relatively inexperienced in the aircraft type. The circuit was poorly judged and resulted in a steep final approach, at a low power setting , being flown. Following the misjudged landing flare, the pilot delayed in carrying out a go-around.

Prior to DEPARTURE the pilot checked the fuel quantity using a graduated dipstick, marked in litres and gallons. He noted that there was apparently sufficient fuel for the proposed flight. About 75 minutes after take-off and while cruising at 4500 feet amsl the engine lost all power. The pilot was committed to a forced landing in a rugged, heavily timbered area. The landing gear was sheared off on touchdown and deceleration forces were severe. Subsequent investigation revealed that the engine failed from fuel exhaustion. The pilot had not flown this particular aircraft before and was unfamiliar with the dipstick graduations. He misinterpreted the quantity indicated on the dipstick litres scale as gallons and whilst dipping the tanks his eye level was such that he could not see the fuel level within the tanks. During the flight the pilot had placed little reliance on fuel gauge indications.

Circumstances:

Shortly after DEPARTURE the pilot received an unfavourable weather report and decided to return to the DEPARTURE strip. The wind at the strip was estimated at 280/15 and the landing direction was 300 degrees. As the aircraft was about to touch down a sudden wind gust lifted the nose and left wing. The pilot recovered to a wings level attitude but the aircraft was then heading 30 degrees to the right of the landing direction. The aircraft collided with two low hawthorn bushes, coming to a stop a short distance further on facing opposite the landing direction.

The pilot advised that during the approach he did not notice a piece of blue plastic tarpaulin in long grass adjacent to the landing area. As he lowered the collective control after touchdown, there was a loud bang and the aircraft began to shake violently. Main rotor RPM had virtually ceased before the pilot was able to shut down the engine. As the aircraft became stationary the pilot noticed a piece of the tarpaulin was attached to one of the main rotor blades. The pilot had not previously landed at this property, and was unaware that the tarpaulin had been left on a loading ramp. It had evidently been lifted into the air by rotor slipstream and had then fallen into the rotor disc. This caused one blade to become partially detached, with resulting imbalance of the rotor system and a short period of ground resonance.

The aircraft was stolen by a person with the intention of travelling to Western Australia. The ignition lock was activated using the frame of a pair of sunglasses, and after starting the engine the pilot taxied the aircraft onto the strip, where he commenced to take off downwind. Shortly after the aircraft became airborne the tail struck the ground, and the pilot reduced engine power. The nosewheel then contacted the ground and the aircraft commenced to "wheelbarrow". It ran off the side of the strip and subsequently overturned. There is no record of the pilot ever having held a flying licence, or of having received any formal flying training.

Circumstances:

The pilot reported that the aircraft was on approach to a pad when the engine lost power. The aircraft was landed heavily short of the landing area, and after touchdown the engine was still running at a low power setting. Inspection of the aircraft revealed that one of the fuel line fittings was not correctly tightened and also a fuel drain tap was worn. It is considered possible that either, or a combination, of the above faults may have allowed air to enter the fuel lines which could have resulted in the loss of engine power.