On the day of the accident spot landing competitions were carried out from the Aero Paddock Airstrip by a social group of pilots. Mr. Paul was a qualified flying instructor and was responsible for supervision of the flying activities for the day. After the competitions were concluded he indicated to a small group of persons that he would make a demonstration flight in VH-RDH which was the only aircraft at the airstrip approved for acrobatic flight.

He stated, however, that he would not operate the aircraft acrobatically. The airstrip was aligned east/west and the surface wind was from the west at 8 knots. An into wind take-off was made in a manner similar to that which would be expected for short field operations but the flaps were extended to about 30 degrees whereas 10 degrees of flap extension Is recommended by the aircraft manufacturer as the maximum for short field take-offs.

The aircraft climbed steeply ahead to a height of about 200 feet, the flaps were retracted, and it then turned to the right. As the turn continued the aircraft descended and made a very low run over the airstrip area in an easterly direction, at a speed of approximately 100 knots. When it was near the eastern end of the airstrip the aircraft climbed steeply to a height of about 300 feet and the speed decreased to at least the stalling speed of the aircraft in its particular configuration (i.e. 43 knots).

The nose pitched down, the port wing dropped, a turn to the left commenced and the engine noise ceased. As the aircraft descended the nose continued to lower, the angle of bank increased and it is apparent that the aircraft had entered an unstabilized spinning mode. Before recovery could be effective the port wing struck a tree some 20 feet above ground level and the aircraft impacted the ground at a speed of approximately 100 knots still rotating to the left and in a steep nose down attitude.

On the day prior to the accident the aircraft was flown for approximately 3 1/2 hours and, although the pilot on that occasion noted the defect which gave a continuous 'Full' indication in respect of the selected fuel tank, the defect was not recorded on the aircraft documents. The aircraft was not refuelled after the flight and it is probable that approximately 30 gallons of fuel, sufficient for 2 1/2 hours flying at normal consumption rate, remained including 7 gallons in the left main tank and 14 gallons in the right main tank. Shortly after passing Hornsby at an altitude of 2,000 feet and some 30 minutes after departure the engine surged and ran roughly and this was followed by total loss of power. He then prepared to make a forced landing on a nearby golf course fairway, the most suitable area for the purpose within gliding distance.

VH-CNE was one of several aircraft which was flown from Bankstown to Rylstone for a "fly-in" day. During the day the student pilot, a resident of a nearby town, arranged to accompany the instructor on a flight to have acrobatics demonstrated to him for the first time. The two pilots were subsequently observed to board the aircraft and, in accordance with normal instructional practice, the student occupied the left seat and the instructor the right seat. The aircraft then took off in a north-westerly direction. Subsequently several witnesses situated some four miles east of the departure point observed an aircraft performing a series of acrobatic manoeuvres in that area. The aircraft progressively lost height as the Vnanoeuvres continued and it did not resume normal flight until it was at a height estimated to be only a few hundred feet above ground level. It was then observed to commence climbing and, at a height of about 1,000 feet, perform a loop type manoeuvre. Recovery from this manoeuvre appeared to progress to the stage of a steep dive and the aircraft then passed out of sight behind the crest of a hill. There was no further sighting of the aircraft in flight and, shortly after it passed out of sight, two of the witnesses heard a loud noise which they subsequently assumed to be the noise of the aircraft crashing. When VH-CNE did not return to the point of departure, and radio communication with it was not established, an air and ground search was commenced and the wreckage was subsequently located in timbered terrain on the following morning. Detailed examination of the wreckage indicated that initial impact had been with a tree and that the aircraft had been flying at a relatively high speed in a 20° nose down attitude. This is consistent with recovery from a loop type manoeuvre.

Prior to the day of this accident, the pilot had not flown any aircraft since 5 December, 1971. As he had a business commitment on a property at Gerogery East he arranged to fly himself in VH-KPG from Albury to the property, some 17 miles distant. On departure from Albury at 1325 hours he communicated by VHF radio with the Melbourne Flight Service Centre and reported that he would be flying around the area for about 60 minutes and that he would call again if he extended his flight time. He then flew to the property and landed field. Approximately one hour later his business commitments had not been completed and he returned to the aircraft and endeavoured to communicate with Melbourne again to report his delay. When this attempt was unsuccessful he decided to make a short flight with a view to establishing communications whilst airborne and the property owner accepted an invitation to accompany him. The pilot selected the maximum available length of the field for take-off and this was adequate for the purpose. Prior to take-off he selected 10 degrees of flap down and then applied full throttle. The aircraft became airborne about midway along the field and climbed to a height of 150 to 200 feet. The pilot then gained the impression that the aircraft was sinking and, apprehensive that it may not clear a power line just ahead, he commenced a turn to the left and selected the flap fully down. The stall warning sounded and the left wing continued to lower despite the application of right aileron. The nose of the aircraft dropped and the left wing tip, the propeller and the lower engine cowl struck the ground. The aircraft bounced and turned anti-clockwise through 180 degrees before coming to rest. Fire broke out almost immediately. The pilot, despite his injuries, forced open his door, left the aircraft and ran around to the other side where he released the unconscious passenger and dragged him clear.

The flight was planned from Deniliquin - Cootamundra - Bankstown with a time interval to Cootamundra of 96 minutes, and although the pilot indicated a fuel endurance of 300 minutes, the aircraft handling notes and an analysis of fuel consumptions based on refuellings since the aircraft left Sydney on 31 March, indicate that this figure was unrealistically high. The aircraft was being directed to Camden, when, at 1826 hours, the pilot reported that he was running out of fuel. The aircraft was ditched in Lake Burragorang.

At 1700 hours Eastern Summer Time on 3 February, 1972 a Beech E33A "Bonanza" aircraft registered VH-TYJ, struck the ground 5 kilometres south of Goulburn, New South Wales. The aircraft was destroyed by impact forces and subsequent fire and the two occupants were killed. Examination of the wreckage disclosed no evidence of any pre-impact structural failure, malfunction or defect which might have contributed to the accident. The ballast was found to be Intact and fastened in position. The Impact damage indicated that the aircraft had struck the ground in a nose-down attitude of approximately 20 degrees whilst rotating rapidly to the left. The cause of the accident was that the aircraft did not recover from an intentional spin but there is Insufficient evidence available to determine why recovery could not be achieved.

The pilot flight planned to fly from Louth to Parkes via Gongolgon. Whilst on the ground at Gongolgon he changed the planned route to include landing at Kapunda Station. The pilot has stated that he was informed by the property owner at Gongolgon, who is also a pilot, that there was a claypan area suitable for landing "beside the shed" at Kapunda. On arrival over Kapunda the pilot located what he believed to be the previously described area for landing. estimated the landing length available at about 1500 feet and considered it to be adequate for landing. The investigation subsequently established that under the light and variable wind conditions prevailing the length required for landing, calculated from the flight manual, was 1440 feet. The aircraft approached for landing, with full flap extended and the pilot adopted a short field landing procedure The aircraft touched down at a point 400 feet beyond the fence at the approach end of the field, bounced for approximately 150 feet before touching down again, then skipped for a short distance and settled firmly onto the ground at 612 feet from the fence. The landing roll continued without change of direction until at a point 1065 feet from the fence the starboard wing struck and demolished a shearing shed toilet building. The aircraft swung to the right and the propeller and port wing tip contacted the ground. The pilot stated that he learnt subsequently the landing area it was intended he should use was not "beside the shed" but was in the paddock adjoining the paddock in which the shearing shed is located. This area would have been suitable for landing.

The Cherokee II type of glider is of plywood construction and accommodates only one occupant. Miss Sainsbury had made only one previous flight in the type some months previously and, on that occasion, she released the tow cable during the launch because of excessive winch speed. She subsequently made a satisfactory landing. On the day of this accident she completed a satisfactory check flight with an instructor in a two-seat glider this flight included a simulated cable break during the winch launch at a height of some 400 feet. The weather was fine and clear, the wind was light and from the north-west, the air temperature was about 30°C. In preparation for her flight in VH-GRD, she was briefed regarding the operation of the glider by her father, who is an experienced glider pilot and was to operate the winch for the launch. She then seated herself in the glider and fastened her restraining harness and, while her father was preparing the tow cable and winch for operation, she was further briefed by the instructor who had accompanied her on the check flight. The glider was then launched into the west and, initially, appeared to be operating normally. However, at a height of about 600 feet it appeared to be climbing in a nose high attitude at a slower than normal speed. The port wing then lowered, a turn to the left commenced and the tow cable released from the glider. The turn developed into a spin and, after two complete turns, the rate of spin appeared to decrease momentarily but it then resumed and continued until the glider struck the ground in a steep nose down attitude.

At approximately 1445 hours EST on 28 May, 1972, a parachutist was fatally injured by impact with the ground following a free-fall descent at Dajarra Aerodrome, Queensland.

The main parachute pack burst open on impact and the canopy was found still encased in its sleeve. The main parachute ripcord handle was clear of the retaining pocket and the ripcord cable was extracted from its housing to the "pulled" position. A sharp bend in the ripcord cable suggested that prior to impact the cable may have been partially extracted from the housing but to an extent which would have been insufficient for the release pins to have cleared the retaining cones on the parachute pack. The reserve parachute operated normally but the time available for its deployment after actuation of the ripcord was such that the shroud lines had not been fully extracted from the retaining bands in the parachute pack.

At the time of the flight Kingaroy was under the influence of a cold front. Although conditions were suitable for gliding operations, the turbulence was moderate to severe and some convection cloud was present, mainly to the west of the aerodrome. The glider was launched by aero-tow and, shortly after lift-off, the tug/glider combination encountered moderate turbulence. The turbulence became stronger as the two aircraft proceeded towards an area to the west of the aerodrome and, at a height of about 1600 feet, good lift was experienced and the glider pilot released the tow rope. After release the glider was observed by the tug pilot to be orbiting to the left, clear of cloud and apparently climbing. Shortly afterwards persons on the ground heard a report and the wings of the glider were then observed tumbling earthward. The fuselage was found to have struck the ground approximately two miles south west of Kingaroy. The wings were subsequently located 205 feet apart and some 1600 feet to the south of the wreckage of the fuselage. Examination of the wreckage revealed that the aircraft had been subjected to a positive aerodynamic load in excess of its designed strength. This had caused the failure of the metal end-fitting on the inboard end of the starboard wing spar. The horizontal rigging pin locking the two main plane assemblies in position sheared and both wings separated from the fuselage. The excessive load may have arisen in an encounter with a severe turbulence gust; it may have been produced by a severe control input by the pilot or by a combination of both factors. Post-mortem examination indicated that the pilot had been suffering from heart disease and it was found that drugs had been prescribed for its treatment. It has not been possible to determine whether this medical condition or the treatment specified contributed to the accident, but neither possibility can be completely excluded.