Approaching the destination, the pilot noticed that rain had recently fallen on the strip. The pilot stated that he overflew the strip but wished to ascertain the amount of rain that had fallen before attempting to land. He reported that an inspection run was conducted, however, a strong tailwind component existed and the resulting groundspeed was too high to enable an adequate inspection to be made. A procedure turn onto a reciprocal heading was carried-out, and the aircraft placed in the approach configuration. This inspection run was intended to be flown at a height of about 200 feet above the ground, and additional engine power was introduced as required to compensate for downdraughts. During the inspection the aircraft struck a power line about 20 feet above a road, and subsequently landed heavily on the sloping roadside. Information available at the accident site indicated that the pilot was either landing or preparing to land on the road.

At the end of a 180 deg turn the pilot attempted to level out but there was no cyclic response. The helicopter continued in the turn and the application of back cyclic could not prevent the nose dropping. The helicopter struck the bank of a creek shearing off the tail boom, main rotor and gearbox and came to rest in the water. The pilot escaped unhurt and unaided from the partially submerged cockpit. Investigation revealed that a bolt which secured a foot of the cyclic control wobble plate pylon to the transmission gearbox had become detached. Subsequent movement of the pylon deprived the pilot of effective cyclic control. The reason for the loss of the bolt could not be established.

Soon after settling in the cruise at 2000 feet, the pilot noticed that the fuel flow was lower than expected. He selected rich mixture but the fuel flow began to fluctuate markedly and the MAP reduced. A short time later the engine began to run roughly, accompanied by a rise in oil pressure and a further reduction in MAP. The pilot elected to return to the departure point. Engine power became inadequate for level flight and the pilot selected an emergency landing area. The aircraft came to rest after running through two barbed wire fences. The engine failed due to long term lack of lubrication to several bearings caused by the rotation of two main bearing shells which covered oil supply galleries. The damage to the main bearing assemblies was such that the cause of bearing shell rotation could not be established.

Circumstances:

During take-off, the pilot inadvertently allowed the engine/rotor rpm to decay. By the time he realised his predicament, the main rotor was overpitched and the helicopter slowly settled back towards the ground. With a loss of tail rotor thrust due to the overpitching, the pilot was unable to avoid the body of the helicopter rotating through 270 degrees. During the rotation, the tail rotor and main rotor struck a small tree. The helicopter landed heavily, spreading the landing gear skids.

On arrival at Macquarie Marshes the pilot flew several circuits of the strip and then attempted a landing in a small holding paddock nearby. During the flare the pilot assessed the paddock had insufficient length to complete a landing so he initiated a go-round. The tailwheel caught the top wire of a boundary fence which caused the aircraft to decelerate and hit the ground. The aircraft then collided with a second fence and came to a halt resting on the left wing. This accident was not the subject of a formal on-site investigation.

Circumstances:

Enroute from Lilydale to Melbourne the pilot was required to hold for a short time. While doing so he noted that the elevator control seemed heavy. He set 30 degrees of flap for landing and said he began to move the control column back to flare at about 65 knots. He said that the aircraft did not respond but that the nose dropped and the aircraft hit the runway nose wheel first and bounced several times. Later inspection of the aircraft did not reveal any evidence of pre-existing defects. The prevailing wind at the time of landing was from the south at about 12 knots. At around the time of landing the wind direction changed to 120 degrees at about the same strength. This wind shear effect may have contributed to the handling difficulties reported by the pilot during landing. This accident was not the subject of an on-scene investigation.

Circumstances:

The pilot reported that he had landed to assist two persons on the ground and had taken off with one of them on board. When at about 200 feet above ground level.

Circumstances:

As the aircraft slowed after a normal landing the right main landing gear and then the left main landing gear collapsed. The aircraft skidded to a halt on the fuselage underside. Examination of the broken section from the right landing gear strut showed that overload failure had occurred around a welded joint, inboard of the suspension bungee attach point. The investigation has shown that the aircraft manufacturer had previously identified a problem with the strength of the tubing being used in this section of landing gear. The manufacturer advised that an interim modification had already been incorporated on the aircraft production line, which increased the wall thickness of the tubing. In the longer term, it was proposed to modify the strut design to increase its strength.

At about 300 feet agl on climb out, the pilot heard a loud bang and saw that the propeller had separated from the aircraft. He lowered the nose to regain airspeed but the aircraft descended steeply and landed heavily in a rice paddy. The engine crankshaft counterweights were found to be worn and detuned. The resulting vibrations were transferred to the propeller hub, which failed and released one of the blades. This type of detuning usually occurs as a result of large and rapid power variations, and as this aircraft was used for agricultural operations it is likely that the work requirements precipitated the failure.

During cruise at about 1000 feet agl the engine began to run roughly and the pilot observed falling oil pressure indications. A severe engine vibration then developed and the pilot, after selecting a suitable forced landing area, shut down the engine. He delayed lowering the landing gear until he was satisfied that the selected area had a firm surface. The gear was selected down on very late final, but only the nose gear had time to become partially extended before touchdown. Lack of sufficient tension of a nut securing a conrod bolt of Number 1 cylinder allowed the conrod bearing cap to loosen causing loss of oil pressure and subsequent engine failure.