Shortly after the student had made a normal touchdown, a sheep ran across the strip in front of the aircraft. The instructor had not been looking forward, and he was taken by surprise when the student applied a considerable amount of nosewheel deflection in an effort to avoid the animal. The aircraft ran off the side of the strip and struck an earth run-off water vane. It was reported that the strip was 37 metres wide and this width is less than that required for a training authorised landing area. This accident was not the subject of an on-site investigation.

Before commencing spraying operations, the pilot discovered that the left maingear tyre was deflated. The tube was patched, however about half way through the spraying task the pilot noticed that the tyre was partially deflated. Air was added to the tyre, and the operation was continued. On the last landing for the day the left gear commenced to vibrate and the aircraft veered to the left. The pilot was unable to maintain adequate directional control, and the aircraft entered the crop at the side of the strip before ground looping to a halt. The left main tyre was found to be flat.

The pilot was carrying out a session of solo circuits. The aircraft was rounded out high and subsequently landed heavily causing damage to the nosegear. The student had not made any attempt to recover from the high landing flare. It was possible that he was distracted by an aircraft which was taking off while he was on final approach, to the detriment of his normal performance.

Just after the aircraft reached the top of climb, at 1000 feet above the ground, the engine failed. The pilot was unable to rectify the problem and decided to land the aircraft on a road. During the landing roll the left wing struck a roadsign and the aircraft ran off the road, then travelled a further 100 metres before colliding with a tree. Engineering investigation revealed that the stepped dowel used to align the crankshaft timing gear had failed. This resulted in the crankshaft and camshaft timing being 30 degrees out of alignment, hence the inability of the engine to deliver any power. The stepped dowel failed due to the crankshaft timing gear retaining bolt being incorrectly torqued which allowed the gear to move on the crankshaft and eventually shear the dowel. The engine had been overhauled prior to the occurrence and it is likely that the bolt was incorrectly torqued due to oil or dirt being located between the gear and the crankshaft during engine reassembly.

As the aircraft was being rotated for take-off, the pilot detected a slight loss of performance from the right engine. He looked towards the engine and saw evidence of fire around the air intake on top of the cowling. The take-off was abandoned, both propellers were feathered and heavy braking was applied. The aircraft overran the strip and entered a very muddy field. The nosegear collapsed and the right engine was torn from its mounts before the aircraft came to rest 110 metres beyond the strip threshold. The pilot rapidly vacated the aircraft and waited for several minutes until rescuers arrived and extinguished the fire. The subsequent investigation did not reveal any evidence of a pre-impact fire, and all fire damage was found to have occurred after the aircraft had come to rest. No positive reason for the reported power loss was established, however tests showed that the spark from the magnetos was weaker than normal. At the point where the take-off attempt was abandoned, insufficient strip length remained in which to stop the aircraft.

At the completion of one leg of the flight, the passengers disembarked and the pilot prepared to ferry the aircraft to another aerodrome in preparation for the next day's flying. The strip in use was constructed of crushed limestone laid on black soil. The pilot taxied onto the black soil at one end of the strip as he prepared to carry out a 180 degree turn to line up for take-off. The nosegear entered a hole about 150 millimetres deep, and collapsed. The area where the nosegear collapsed had been affected by washouts, and had gradually become filled with soft silt. There was no indication to the pilot that the area was unsuitable. The owner of the property had no flying experience and was probably unaware that the condition of the strip surrounds had deteriorated.

As the pilot approached his destination he was advised that he was number three in the landing sequence. A visual, straight-in approach was made in clear, dark conditions. After receiving a landing clearance a normal flare was made, and it was not until the aircraft settled onto the runway surface that the pilot realised that the gear was retracted. At the end of the landing slide, the pilot turned off the master electrical switch and vacated the aircraft. He had made no attempt to alert the Control Tower to the fact that the aircraft was disabled on the runway. The controller, not seeing any lights indicating that the runway was obstructed, cleared a waiting Cessna 172 for take-off. Only prompt action by the instructor in this aircraft prevented a collision with the stationary aircraft.

The pilot and his passengers had arranged to fly to Wagga Wagga to attend an agricultural seminar. He had flown the aircraft from his home base to spend the night at Melrose, with a friend, before departing the following morning. Prior to DEPARTURE, the pilot obtained a weather forecast for the route to be flown. He then submitted flight details that indicated the flight would be conducted in accordance with visual flight rules. The aircraft was later observed to take-off and head towards the north-east. Approximately 40 minutes after the aircraft departed the wreckage was sighted by a passing motorist. Ground marks indicate that the aircraft had struck the ground while heading in a north-westerly direction. Both the forecast and actual weather conditions at the time of DEPARTURE and the time of the accident indicated the presence of low cloud, poor visibility and rain in the area. These conditions were below those required for flight in accordance with visual flight rules. An inspection of the wreckage revealed that the aircraft had struck the ground at a relatively low forward speed between two areas of rising terrain. No fault was found with the aircraft that could have contributed to the occurrence.

VH-TBR had been cleared to track via air route T9 from overhead Mount Hope, South Australia to overhead Narembeen, Western Australia. The aircraft had been cruising at Flight Level(FL) 350 but shortly before the incident the pilot had requested a descent to cruise at FL 290. The aircraft was recleared to decend to and cruise at FL 290 by Perth Air Traffic Control. A short time later, the Perth controller observed a radar return, from VH-TBR, on the edge of his screen. The return indicated that the aircraft was about 54 kilometres south of the cleared track and heading in a northerly direction. The controller immediately altered the course of an eastbound Boeing 727 aircraft to ensure separation between the two aircraft. It was established that the two aircraft came within 16 kilometres of each other, but at that time they were vertically separated by 2000 feet. However, during the descent made by VH-TBR, it had passed through the level of the other aircraft when both aircraft were estimated to be about horizontally separated by 32 kilometres. At this time the separation between the two aircraft did not comply with the prescribed standards. The investigation revealed that while the VH-TBR was enroute, and having just climbed to cruise at FL 350, the aircraft captain disengaged the autopilot to retrim the aircraft for level flight. When the autopilot was then re-engaged, the normal sequence was interrupted and subsequently not completed. As a result the autopilot was not re-coupled to the Inertial Navigation System(INS). This resulted in the aircraft maintaining a constant heading and under the influence of a changing wind velocity and the absence of normal enroute heading changes the aircraft diverted from the cleared track.

The pilot hired the aircraft with the intension of carrying out some joyflights with his relatives in the Caboolture area. After departing Archerfield he completed a circuit and landing at Redcliffe before proceeding to Caboolture. On arrival in the circuit area the pilot stated that he carried out two low level circuits to inspect the airstrip before landing. One of the passengers then boarded the aircraft and takeoff was commenced in a north-easterly direction. When the aircraft had not become airborne with only 100 metres of the strip remaining, the pilot abandoned the takeoff attempt. The aircraft overran the strip and ran through a fence before the pilot was able to bring it to a halt. The pilot offloaded the passenger and after inspecting the aircraft took off from the strip and flew to Redcliffe. The investigation ascertained that the airstrip was 750 metres long and was unsuitable for the attempted operation.