The unmarked area being used as an agricultural airstrip was situated on a narrow ridge aligned north/south. There was high ground to the north and wide deep valleys in all other directions and it was necessary for landings to be made to the north and take-offs to the south. The strip was 365 metres long and it curved 15 degrees to the left at a point 243 metres from the southern end. It sloped down at 2.75 degrees for the first 152 metres and then rose at a 4 degree angle to the loading area which was near level. The central section was about 11 metres wide and the surface of short grass and bare earth was smooth.

The aircraft touched down at about the point where the longitudinal slope changed and in the long grass to the right of the central section. The aircraft ran parallel to the southern portion of the strip and the pilot attempted to steer it left into alignment with the northern section. Although the heading of the aircraft was changed to the left, the wheels skidded on the surface, the path of the aircraft did not change and it failed to follow the curve of the strip. As the aircraft approached a gully where the ground fell away steeply, the pilot applied full engine power in an attempt to "go around". The aircraft became airborne at low speed as the ground fell away but it then descended, struck the steeply sloping ground and overturned. It came to rest at a level about 100 feet below that of the northern end of the strip.

The aircraft was engaged on a newspaper delivery flight from Adelaide to Whyalla with intermediate stops at Port Lincoln and Port Pirie. One passenger was carried.

Examination of the wreckage indicated that the aircraft had first contacted rising ground on a northerly heading, in a climbing attitude and with the wings level. It had then slid uphill for some 130 metres before coming to rest. The accident site was 414 feet above the elevation of the aerodrome. Both propellers were rotating at the time of impact and there was no evidence that the engines were not capable of delivering normal power. The landing gear was retracted and the flaps were fully up. Significant right rudder trim and right wing down aileron trim were set, indicating that an asymmetric power condition had been adopted during the flight.

VH/ULC had been constructed by the pilot and was classed as an amateur-built aircraft. Being an amateur/built aircraft, a flight test schedule was required to be completed before a Certificate of Airworthiness could be granted.

The pilot flew the aircraft several times and on the day of the accident had completed a flight of approximately two hours duration. After the aircraft was refuelled to capacity the pilot made it known that he intended to carry out a further flight and after starting the engine the aircraft was seen to taxi out and takeoff from runway 03 into a 10 to 15 knot headwind. At a height of about 300 ft after takeoff, the engine noise was heard to stop suddenly and the aircraft was seen to turn towards the right. It then descended rapidly and struck the ground in a near vertical nose down attitude. Subsequent examination of the wreckage failed to reveal any evidence of a pre-existing.defect or a reason for the engine's sudden loss of power.

Shortly after take-off, when at a height of about 150-200 feet and at a speed approaching 60 knots, the engine power warning light came on accompanied by the sound of the audio warning signal. A few seconds later there was a complete loss of engine power and the pilot placed the aircraft into an auto-rotation descent. The aircraft sank through the layer of fog, which left moisture on the windscreen, and emerged from the base at a high rate of descent. In the limited time available, the pilot flared the aircraft, applied full collective pitch and attempted to level the aircraft for a run-on landing, but it struck the ground heavily and the main rotor blades severed the tall boom. The aircraft then slid along the wet grass surface for about 76 metres and came to rest in a normal attitude, facing 90 degrees to the left of the landing direction.

Aircraft struck newly installed power line. Wing detached and aircraft struck ground and burst into flames.

At about 1545 hours EST on 18 June, 1974 a Cessna 210H aircraft, registered VH-KIG, flew into the south-western side of Mount Dom Dom, Victoria, about 100 feet below the summit. The aircraft was on a private flight from Archerfield, Queensland, via Mudgee, New South Wales, to Moorabbin, Victoria. The four occupants were killed and the aircraft was destroyed by impact forces and subsequent fire. The eyewitness evidence indicates that the pilot was attempting to maintain visual flight below cloud but as the clearance between the cloud base and the rising terrain around Mt. Dom Dom reduced this finally became impossible.

Aircraft bounced several times on takeoff pulled into air in stalled condition. Prop pitch found faulty.

Unauthorised flight by student pilot lost control after takeoff. The car arrived at the southern end of the airstrip as the aircraft commenced to take off towards the north. After a short ground roll, the aircraft became airborne and climbed steeply to a height of about 150 feet. It then commenced a steep climbing turn to the left and, after turning through some 90 degrees, the nose dropped and the aircraft dived to the ground and overturned after impact. Shortly after impact a fierce fire broke out and extended to the surrounding scrub.

The aircraft was observed to take-off towards the west in calm conditions and, almost immediately after it became airborne, the starboard wing lowered and a climbing turn to the right was commenced. As the turn progressed the angle of bank increased until, after the aircraft had turned through approximately 90 degrees, it was estimated to be about 45 degrees. At this stage, at what appeared to be a low airspeed, the starboard wing struck the top of a tall pine tree situated about 125 metres to the north of the strip from which the take-off was made. The aircraft then descended steeply and struck the ground in a nose down attitude some 35 metres north of the tree. Examination of the wreckage disclosed no evidence of any pre-existing defect or malfunction of the aircraft which may have contributed to the accident. The pilot has said that he suffered a loss of memory and is unable to recall the circumstances of the flight or the accident.

At approximately 0145 hours Eastern Summer Time on 29 December, 1974 two parachutists were fatally injured by impact with the ground following attempted night parachute descents near Rylstone, New South Wales. The cause of the accident was that the parachutists, whose judgement and capabilities were affected by the consumption of alcohol, attempted night parachute descents involving manoeuvres for which they were inadequately trained and equipped.