Because of obstructions around the intended landing area, the pilot carried out a downwind approach. As the pilot reduced the speed of the helicopter for landing it was caught by a sudden gust of wind. The helicopter sank, struck the ground and bounced before landing on the left skid which entered a depression in the ground resulting in the helicopter rolling over.

The aircraft departed Camden on the previous afternoon for a ferry flight to the Kununurra area, with an overnight stop near Eildon, Victoria. About 35 kilometres from Mildura the pilot reported that he was landing due to a vibration. After inspecting the aircraft he continued with the flight but later made a brief Mayday call. Witnesses reported that the engine was running intermittently before the helicopter landed heavily, tail-down, in a vineyard. A contaminant, sufficient in quantity to restrict the flow of fuel, was found in the fuel system filter. The source of the contaminant could not be identified, however an identical polyester material was found in the fuel filter of another new helicopter of the same type. It is probable that the material was present prior to the import of the helicopters. The fuel filters were not inspected prior to the first flight. The helicopter was being operated on super motor spirit at the time but it is considered unlikely, in this instance, to have been the major factor in the engine failure. Due to the pilot's incorrect diagnosis that the power surges were associated with a main rotor problem, he progressively opened the throttle in an attempt to maintain rotor rpm. This action combined with the momentary power surges, exacerbated control difficulties being experienced and resulted in a belated autorotative landing.

Following a normal touchdown and landing roll, the pilot commenced a left turn to backtrack along the runway to the parking area. During the turn the right main landing gear leg collapsed. An inspection of the gear leg revealed an incorrectly seated O-ring, which had allowed hydraulic pressure to bypass a section of the oleo. This resulted in the internal locking pins becoming unlatched prematurely when the assembly was subjected to side loads during the turn at the end of the runway. Records showed that the O-ring had recently been replaced, and it is likely that the distortion of the ring occurred during the oleo re-assembly process.

During a low-level photographic flight, the pilot made a shallow left turn at about 400 ft agl and a low forward speed. When he increased the rate of turn, the helicopter began a rapid turn to the right and the nose pitched up. The rotation continued for 3 to 4 turns during which the nose pitched up and down. The pilot had almost regained control when the helicopter struck the ground heavily on its skids and rolled onto its right side. The cause of the accident could not be conclusively determined but no mechanical defects were detected. The most probable cause was the operation of the helicopter in a mode that induced tail rotor stall and at a height that precluded a safe recovery following loss of control.

During the test, the examiner warned the student that he was about to simulate an engine failure during taxiing, requiring a landing from a height of two feet. As the examiner closed the throttle gently, the student immediately applied full right pedal. The examiner attempted to reverse the control input with left pedal, but the helicopter struck the ground heavily on the rear of the left skid. This resulted in the bending of the engine mounting frame.

Circumstances:

Immediately after take-off from an agricultural airstrip the aircraft suffered a loss of power and a large quantity of oil from the engine covered the windscreen obsuring the pilot's forward vision. The pilot attempted to return to the airstrip but touched down at a very slow speed in a paddock approximately 200 metres from the airstrip. During the landing roll the aircraft entered an irrigation channel and tipped up on its nose causing the engine to separate from the airframe. Fuel leaking from the severed fuel line onto the hot engine and exhaust pipe ignited, and the ensuing fire rapidly engulfed the aircraft. It was found that the number three cylinder head had separated from the cylinder barrel. This accident was not the subject of an on-scene investigation.

Circumstances:

The pilot was flying to the island, as he had done on previous occasions over the years. The strip did not have a windsock, but the pilot estimated the wind from looking at the water and made an approach to land uphill with a tail wind component. Touch down was made about halfway along the strip and as the aircraft slowed the left wheel struck a strip marker tyre concealed by long grass. The left main gear leg collapsed as a result of the impact.

Circumstances:

The pilot flew from Berwick to Bendigo as part of his solo navigation training. After resting on the ground for about an hour he decided to carry out circuit training before continuing the navigation exercise. Conditions were turbulent with a southerly wind of about 30 knots. On the first circuit, the aircraft made a normal approach for runway 17 with no apparent drift. However, during the landing flare the pilot experienced a change in wind speed and direction. The aircraft rolled right and drifted to the right side of the sealed runway. The pilot's attempt to correct the situation was unsuccessful and the aircraft landed heavily on the right wheel. The pilot applied full power for a go around, but the aircraft veered further right, and the right landing gear broke off.

Circumstances:

The student pilot was flying solo circuits and landings after a dual check with an instructor. During one landing attempt the aircraft entered a porpoising manoeuvre which resulted in the nosewheel breaking off.

The strip being used was aligned southeast and the wind of 15 knots was swinging from southeast to southwest. On the second takeoff for the day acceleration was sluggish and the pilot kept the main wheels in contact with the strip surface for longer than normal before allowing the aircraft to become airborne. Shortly after lift off the aircraft mushed and the wheels contacted the ground. The pilot abandoned the takeoff attempt and the aircraft came to rest 240 metres beyond the end of the strip after sustaining damage to the left wing and landing gear. The pilot had limited experience on the type and did not appreciate that the engine was not developing full power during the take-off attempt. The mixture control cable outer sheath was found to be broken, in such a position that it could randomly prevent full travel of the mixture control, with consequent reduction of fuel flow to the engine.