The parachutist was completing his first night jump although he had about 400 descents to his credit. The four skydivers left the aircraft at 8000 feet agl and performed two separate freefall formations. On the third planned formation the deceased did not join up with the other members although he was close and visible to them. The formation broke-up at 3500 feet after which they carried out a staggered deployment of their chutes. At the last sighting the deceased was in a stable freefall. Investigation confirmed that impact occurred in the stable face-down freefall position. The main parachute deployment sequence had just started with the canopy being drawn out of the harness and container system, but still in its bag. No defect was found with the equipment that would have prevented a normal deployument of the parachute. The delayed deployment was due to a loss of height awareness for reasons not determined.

On final for runway 16 the pilot noticed another aircraft on departure using runway 34. The climbing aircraft turned right immediately to allow sufficient clearance for the landing aircraft to continue its approach, however, the pilot elected to go around instead. During the go around the aircraft mushed onto the flight strip, broke off its nosewheel, nosed over and came to rest inverted 30 metres from the initial impact point. The aircraft entered the circuit without making inbound or circuit entry calls and because the wind was still directly across the strip, the pilot decided to use runway 16 which he had used for the take-off. Two aircraft already in the circuit, but using runway 34, were not sighted until a head-on condition had developed with one of them. During the go around, with the speed at about 65 knots, the flaps were fully retracted. Prior to this departure a dual check was completed as the pilot had not flown the Cessna 172 for 8 years.

The pilot was flying the helicopter along a ridge line checking a gully for cattle, when the engine suffered a substantial loss of power. The pilot initiated an autorotational descent as the engine failed completely. The helicopter landed heavily in the base of the gully. The pilot was aware that there was little fuel remaining in the tank. However he elected to continue and ensure the security of the mob before last light, so that additional herding would not be necessary the next day. The helicopter was being operated at a low height and airspeed, over unsuitable terrain at the time the fuel was exhausted.

Just after the pilot applied full power at the commencement of the takeoff run, the nose wheel struck an anthill. The nose gear leg collapsed and the aircraft slid a further 15 metres before coming to a stop. Although a strip inspection was carried out by the pilot both before landing and again whilst taxying, the anthill was not noticed because of its colour and composition.

On the day before the accident,the pilot had obtained a short introductory flight in the aircraft which was later used. The instructor felt that he was above average in his handling of the aircraft. The pilot returned late at night, apparently broke into the flying school office to obtain keys, and took the aircraft. The aircraft was seen low flying along the Sunshine Coast over a period of several hours. The pilot later landed the aircraft on a taxiway without the use of aerodrome lighting. The only lights available were the normal Terminal illumination and security lights. The nose gear separated during the heavy landing. The Police later found a suicide note in the pilot's motel room, stating his intention to dive into Old Woman Island. The pilot had apparently been affected by alcohol. This accident was not the subject of a formal on scene investigation.

The pilot was undertaking a cross-country flight, when a lack of thermal activity made an outlanding necessary. An open field was selected which appeared to the pilot to be covered with stubble. A normal approach was flown, but during the landing flare the right wing struck thistles which were about one metre high. The glider swung to the right and the fuselage was broken during the resulting ground loop. The accident was not the subject of an on-site investigation.

The pilot reported that he was taxiing on the beach when the nose wheel encountered a soft patch of sand. The propeller and a wing were bent. The tide at the time was about half way between low and high. The pilot had frequently operated from this particular stretch of beach. On this occasion he had not noticed that an area of soft sand existed in his taxy path. This accident was not the subject of an on-site investigation.

The pilot was receiving a check flight as part of a biennial flight review. He was appropriately endorsed for retractable gear and constant speed propeller aircraft, but had not previously flown the Mooney type. After touchdown on the third of a series of touch-and-go landings the pilot inadvertently raised the landing gear instead of the flap. The aircraft slid to a halt on the runway.

Circumstances:

The pilot was conducting joy flights. The aircraft had just been refuelled. During a take-off, the helicopter reached a height of about 20 feet and an airspeed of approximately 30 knots when engine power decreased briefly, and rotor RPM decayed. The helicopter was over a dam at the time. While attempting to reach the nearby bank, the pilot turned downwind and overpitched the main rotors. The helicopter descended into 1.5 metres of fresh water. An engineering examination has disclosed that the right hand magneto had an intermittent fault and that the number three-cylinder lower spark plug lead had an intermittent short. The findings cannot be considered to be totally conclusive due to water immersion. However, it is considered probable that the engine power loss was an intermittent total spark loss on number three cylinder. This accident was not the subject of an on-scene investigation.

The pilot intended to conduct practice circuits and landings in preparation for competitions later in the day. On the first landing the aircraft bounced slightly and then veered into soft earth at the edge of the partially constructed strip. The nose gear leg collapsed and the left wing tip struck rocks adjacent to the strip. The pilot was inexperienced and the landing was conducted in crosswind conditions onto a 15 metre wide section of strip which was closely surrounded by areas of soft ground, rocks and earthworks. The organisers of the flying competition had permitted operations to take place on a sub-standard strip.