The aircraft had previously had to be flown with the control stick displaced to the right of centre in order to maintain a wings level attitude. The aircraft owner advised a visiting ultralight pilot of the problem, who offered to attempt rectification. After conducting a flight to experience the problem first hand, the pilot adjusted the right wing warping wire and conducted another test flight. The adjustment had improved the trim problem but still not completely provided a fix. The pilot then readjusted the right wing warping wire to its original condition and added a D-shackle to the left wing warping wire to increase its length. Another test flight was carried out and it was found that the aircraft could only be maintained in level flight when full right rudder and full right control stick were applied. The aircraft was struck by a wind gust and the left wing dropped, as no further control was available to correct this situation, the pilot pulled a wing warping wire. Unfortunately he pulled the right wire instead of the left wire and was unable to correct his error before the aircraft struck the ground. A subsequent inspection of the wreckage found that the right wing warping wire was 19 millimetres longer than the left. Also, all the dimensions of the right wing were slightly larger than that of the left wing, resulting in the right wing area being about 80 square centimetres greater.

The pilot was approaching to land in strong crosswind conditions. The area near the threshold of the strip was obstructed by machinery and another glider, and the usable strip width was reduced because of long grass. Although there was adequate strip length, the pilot elected to land close to the other glider. During the landing flare the aircraft drifted towards the obstructions, and the pilot raised one wing in an effort to avoid them. The other wing entered the long grass and the aircraft slewed sharply before falling to the ground.

After takeoff the aircraft was flown to the local training area where upper air sequences were carried out. Following their successful completion the pilot was instructed to carry out a practice forced landing. The first attempt resulted in a significant undershoot and the aircraft was climbed to 2500 feet for a further attempt. On the second attempt the aircraft was placed in a position too high and too close to the proposed landing strip, so the pilot under check decided to fly an "S" turn to lose altitude. During this manoeuvre the aircraft became grossly misaligned with the strip, the stall warning horn was sounding intermittently and the instructor instructed the pilot to go-around. However, the pilot banked the aircraft steeply to the left to align it with the strip, the aircraft began to roll rapidly to the left and despite the application of right rudder and full power it struck the ground. The nosegear and left maingear collapsed and the aircraft came to rest after a ground run of 39 metres.

The flight had been arranged by one of the passengers as a scenic joy flight. The aircraft took off from the waters of Pumicestone Passage, near Bribie Island, and landed on sheltered water near South Stradbroke Island, where the occupants had lunch. During lunch one of the passengers requested that the flight continue further down the coast than had been planned. This change required a landing at Archerfield for fuel. The aircraft departed South Stradbroke Island and proceeded by the newly planned route before landing at Archerfield to refuel. The pilot has stated that after departing Archerfield he had retracted the gear. However, several witnesses reported seeing the aircraft fly overhead with the gear extended. The flight was continued to Somerset Dam where it was intended that the passengers have a swim before returning home. As the aircraft was approaching to land on Somerset Dam, witnesses observed that the four wheels were in the extended position. When the aircraft alighted on the water it immediately nosed over, then floated inverted with the floats on the surface and the cabin submerged. The pilot surfaced and immediately dived down to the cabin and freed one of the passengers. However, the efforts of the pilot and others were unsuccessful in rescuing the remaining occupants. When the aircraft was recovered from the dam numerous retraction tests were carried out on the landing gear system of the aircraft. The gear extended and retracted normally throughout these tests. However, when components of the gear system were removed from the aircraft it was found that the landing gear motor solenoid was faulty and would only operate intermittently. It is therefore considered possible that when the pilot selected the gear lever up, the gear did not actually retract. The aircraft is fitted with gear position indicators on the instrument panel as well as mechanical devices which are attached to each wheel and indicate the position of each wheel. The tests revealed that both these indicating systems were operating correctly.

The pilot was carrying out local gliding in the Bond Springs area attempting to achieve a flight time of five hours which would qualify him for a Silver C certificate. He had flown away from the vicinity of the airfield in search of lift. On returning to the airfield he became aware that he would be unable to reach the airfield and selected the only suitable area to carry out a landing. The aircraft failed to make the selected area and struck a tree during the approach, subsequently impacting the ground on the right wing and slewing through 180 degrees before coming to rest.

The balloon was landing in a suitable paddock at the completion of a 50 minute charter flight. During this time the wind strength had increased from 5-8 kt to 8-12 kt, and at touch down the basket tipped over on its side, which is normal under these conditions as the balloon deflates. However the length of drag across the ground was longer than anticipated, and the balloon did not stop until the envelope contacted a tree in its path, becoming entangled in the branches which caused damage to the envelope material. Long grass in the paddock, providing less friction than normal against the side of the basket, combined with a wind gust, have been assessed as the reasons for the extended drag on landing.

While conducting a cross-country flight, the pilot encountered deteriorating lift conditions, and an outlanding became necessary. The pilot reported that while he was on short final approach to the selected paddock he encountered strong lift, which caused him to overshoot the target touchdown point. During manoeuvring for another approach, the glider stalled and struck the ground in a very steep nosedown attitude. When it was apparent that the aircraft would overshoot the target touchdown point, the pilot had carried out a steep turn to re-position for final approach. During this manoeuvre the spoilers, flaps and landing gear had been left extended. The pilot had evidently not monitored the airspeed and the glider had stalled and probably entered an incipient spin. There had been no requirement for the steep turn to be undertaken, as a landing straight ahead was available.

The pilot reported that the three gear position indicator lights were green as he commenced the take-off roll. At about 40 knots the gear commenced to retract and the aircraft slid to a halt with all wheels retracted and the position lights indicating that the gear was up and locked. No fault was subsequently found with the landing gear system which might have contributed to the accident. The pilot had not checked the position of the gear selector lever during his pre-flight and pre-start checks. The sequence of events during the attempted take-off was consistent with the selector being in the up position. The gear system includes an anti-retraction valve which prevents inadvertent retraction while the weight of the aircraft is on the mainwheels. When the aircraft had reached about 40 knots, there was evidently sufficient lift being developed to allow the anti-retraction valve to close and the gear to retract.

During the take-off roll the aircraft did not achieve flying speed by the point where it was normally expected to become airborne. The pilot abandoned the take-off and applied maximum braking, but was unable to prevent the aircraft over-running the strip. The aircraft broke through the boundary fence and came to rest in a small ditch. The reason the aircraft did not achieve flying speed could not be positively determined. In this aircraft type, it is important that the elevator trim is correctly set for take-off. If nose-down trim is inadvertently applied, excessive rearward pressure is required on the control column in order to raise the nose. However, the trim position set by the pilot was not established. When the take-off attempt was abandoned, there was probably sufficient strip remaining to stop the aircraft. However, the brake linings and discs were worn to the extent where full brake effectiveness could not be obtained.

As the aircraft approached Jandakot Airport the pilot noticed an un-commanded increase in propeller rpm which he was unable to correct with the propeller control lever. The pilot retarded the throttle and as a result regained some control over the propeller. Shortly after the pilot reduced power the engine began to make unusual noises and the cockpit filled with smoke. The pilot decided to make an emergency landing on the only clear area available, a disused rubbish dump. The engine failed completely during the approach to land. On touch down the aircraft collided with a mound of earth and overturned. The No.6 cylinder and piston exhibited signs of severe detonation probably caused by an unserviceable spark plug. The detonation had burnt a hole through the piston and this allowed all of the engine oil to be either burnt or pumped overboard from the now pressurised crankcase. The loss of engine oil caused the propeller to move to the fine pitch stops (propeller overspeed) and eventually resulted in a complete engine failure. The pilot reported that, up until the time he observed the unexpected increase in propeller rpm, there were no indications that the engine was anything but serviceable.