The aircraft first struck trees on a ridge while on a westerly heading in substantially level flight. Portion of the right wing was torn off the aircraft, apparently out of control, crashed into the thickly timbered valley immediately west of the ridge.

Detailed examination of the wreckage revealed no evidence of any defect or malfunction which might have contributed to the accident.

At approximately 1216 hours Central Summer Time (CSuT) on 1 February 1976, a Piper PA28-180 Cherokee Archer aircraft, registered VH-UQN, and a Cessna 172M aircraft, registered VH-UGC, collided in flight at a height of about 250 feet, while both aircraft were on final approach for landing on Runway 15 Left at Parafield Airport, Adelaide, South Australia. The aircraft remained locked together following the collision and dived almost vertically to the ground 835 metres before the threshold of the runway. The sole occupant of the Piper and the four occupants of the Cessna were killed.

The flight was arranged by the pilot with the Royal Federation of Aero Clubs of Australia and was to bo conducted in accordance with FAI rules governing a class of aeroplanes having piston engines and weighing from 1000 kilograms to less than 1750 kilograms. An observer was appointed to monitor the attempt. He witnessed the weighing of the aircraft and also installed a sealed barograph which was intended to substantiate the actual altitude reached.

The pilot was a flying instructor and charter pilot in the employ of Rossair Pty. Ltd. and that company assigned the aircraft for the attempt on the altitude record.

Nomad aircraft N24-10 was authorised to carry out Flight 128 on 6 August 1976 at Avalon, Victoria. In the course of this flight, the aircraft crashed and was destroyed. The accident investigation team charged with the task of investigating all aspects of the accident was divided into various groups and subgroups, the Flutter Subgroup being part of the Engineering Group. The terms of reference of the Flutter Subgroup were 'to investigate the flutter characteristics of the aircraft in its accident configuration'. This is the report of the subgroup to the Engineering Group Leader and is written in accordance with the stated terms of reference.

Pilot in command did not ensure that a positive system of transfer of control of the aircraft was employed.

Pilot allowed glider to descend out to sea. Stalled at low speed, diced steeply into sea.

Pilot exceeded stress limit of aircraft in turbulent conditions.

During towed flight, particularly when the angle between the tow line jand the kite reaches, large values, kites can be exposed to very high load situations, sufficient tp result in structural failure. A commonly used device which exerts forces to hold the kite at a lower angle with respect to the tow line, is the climb restricting 'V bridle. Such a device was not used on this occasion. Recommended practice is for boat driver activities to be confined to steering while the observer is provided with a throttle control in a position which permits the Berson to face rearwards and be able to also operate the tow release. Should the observer detect a hazardous tow situation is developing he is able to assist by carefully reducing boat speed. The observer did not have access to a throttle control on this occasion.

Aircraft on test flight after maintenance. Port engine shut down after Take-off, reason unknown. Starboard engine flooded to produce full power due to blocked injector. Pilot attempted to return. Aircraft stalled, crashed inverted and burnt.

The pilot, who did not hold an instrument rating and was therefore restricted to flight under the Visual Flight Rules. Aircraft seen entering cloud then struck mountain.