The aircraft was operating from a strip aligned north and south and located in flat, open, grass covered terrain. The approaches to the strip were good but 1350 feet south of the southern threshold a power tine 30 feet high and supported on wooden poles ran at right angles to the approach path. After completing the spraying of an oat crop which was situated about one mile to the south west of the strip, the pilot was approaching from the south for his third and last landing for the day. The aircraft was observed to be flying at a low level for a considerable distance before the undercarriage legs struck the power line, some 70 feet to the left of one of the supporting poles. The lines stretched, retarding the aircraft which pitched down until one wire snapped and the second slipped clear of the undercarriage. The aircraft struck the ground in a vertical nose down attitude 105 feet beyond the point of impact with the wire, then fell on to its back and slid inverted for 25 feet. On impact with the ground the forward fuselage collapsed and burst into flames which spread rapidly. The pilot was trapped in the cockpit for several minutes until the nearest witnesses, who were one half mile away were able to reach the scene. The aircraft tail had to be physically lifted and the pilot's harness released before he could be dragged clear of the wreck.

At the time of take-off the weather conditions in the area were a 5/8th cloud coverage with a base of 3, 000 feet; the wind was from the south-west at 10-15 knots and the visibility was 20 miles, reducing to 5 miles in scattered areas of light rain. The pilot, who was restricted to operating in the local training area with which he was familiar, had been briefed to watch for weather deterioration. About half an hour after the aircraft departed, an instructor noticed a squall, 5-6 miles wide, rapidly advancing from the south-west. He made a radio call to the pilot who advised he was three miles north-east of the aerodrome and returning, but he was not seen. A short time later the pilot advised he was heading for the Healesville area to avoid the storm. At about 1100 hours the instructor took off intending to guide the pilot back to the aerodrome but he encountered heavy rain, hail, snow and severe turbulence beneath a cloud base of 700-800 feet. The Musketeer pilot then reported that he was five miles north east at 1, 500 feet and he had "zero visibility" whereupon he was advised to descend on a southerly heading to 1, 000 feet over lowering terrain to where the weather had begun to clear. At about 1125 hours the pilot advised he was heading 120 degrees at 1, 300 feet, which corrected for aerodrome height, is 1, 560 feet AMSL. Nothing further was heard from the aircraft and it was found a fortnight later on a thickly wooded hillside. There was no evidence to show the aircraft was other than airworthy at the time of the accident.

Prior to commencing a charter flight from Launceston to Flinders Island the pilot made a visual check of the fuel tanks and assessed that they were full. He was not aware that since the aircraft had been refuelled it had made a flight of 1 hour 45 minutes duration. On the return flight, approaching Launceston, the pilot was given landing instructions and when the aircraft was established on a visual descent, the engine failed. As he was only 1, 000 feet above unsuitable terrain, he turned towards the only suitable field in the area and attempted to restart the engine. Being unable to do so the pilot gave his attention to the forced landing and requested a wind velocity from Launceston Tower. Because of his position and altitude he elected to land downwind in the 15 knot wind, in the field previously selected. The aircraft touched down and rolled for a considerable distance before the pilot began a ground loop to avoid striking a fence across his path. This manoeuvre was only partly successful because of the damp grass and the aircraft struck a fence post and damaged the tail plane and rear fuselage.

The pilot planned a spraying run which involved crossing a ridge below a power line 37 feet above ground level and passing between two trees 54 feet apart. It was necessary also to climb steeply to clear other trees situated 280 feet beyond the ridge. Having completed the run, the pilot realised that his attention had been so concentrated on the obstructions that he was not confident that he had achieved full coverage and he therefore decided that he should make another run across the ridge on a reciprocal track. Upon passing the trees on the approach in this direction, a rapid loss of height was necessary to spray up the slope to the ridge and to ensure clearance from the overhead wire. The pilot achieved correct spraying height when within 100 feet or so of the ridge but was unable to simultaneously align the aircraft for the run and the right wing struck one of the trees. The leading edge was extensively damaged and the pilot closed the throttle in an attempt to land ahead. However, the aircraft entered an uncontrolled turn to the right and, after passing through the top of another tree, struck the bank of a creek almost inverted and in a steep nose down attitude. Fire broke out on impact and, although the pilot received a blow on the helmet which momentarily stunned him, he was able to evacuate the aircraft and extinguish his burning clothes in a creek nearby.

During the morning the pilot, who had not flown for about 3 months, flew the aircraft, solo, and made three landings without Incident, in the afternoon he took three friends on a flight around the town of Murtoa and on returning to the field approached to land without using engine power and with full flap selected. The aircraft touched down on the crest of a shallow undulation and bounced three times. The pilot did not take any corrective action and on the last touch down the aircraft landed heavily on the nosewheel assembly which collapsed rearwards. The aircraft skidded for a distance of 60 feet until the propeller spinner dug Into the ground and brought it to a halt.

The aircraft took off from Ballarat and arrived In the spraying area fifteen to twenty minutes later. The pilot was familiar with the field, having sprayed it the previous day, and he commenced spraying on this occasion with an east to west run on the southern side of a main power line which crosses the field. He made his second run In the opposite direction, still on the southern side of the main power line, and then proceeded to spray a four acre paddock a short distance away. On returning to the first field he made a spray run from east to west on the northern side of the main power line. During this run he looked back to check the drift of the spray and the aircraft struck a three wire spur power line running north from the main power line approximately half way along the run. The flight of the aircraft was arrested and It struck the ground nose first and then fell to the inverted position. A fire broke out and the pilot was assisted from the burning wreckage by two farmers.

At approximately 1935 hours EST on 6 May, 1969 an Aero Commander 500S aircraft, registered VIJ-EXT, struck the ground and crashed 2 miles west of Warracknabeal Aerodrome, Victoria, while making an approach to land at that aerodrome.

On the morning of the day of the accident the pilot flew for 35 minutes in a Victa aircraft during which he was instructed in spinning. On completion of the flight in the Victa the instructor then gave dual instruction in circuit and landings in the Cessna 150. At the completion of this period, the instructor authorised the student pilot to make his first solo circuit. This circuit was satisfactory and the instructor then authorised a second circuit. The approach for landing on this circuit was normal but at level off the aircraft ballooned and then landed heavily, nosewheel first, and the nosewheel leg collapsed.

The aircraft was engaged in spraying operations over the living quarters and working area of the R.A.A.F. base. When operations commenced, the wind conditions were light but, as the work progressed, the wind strength increased and at the time of the accident it was from 270 degrees at 22 to 30 knots. Spray runs were being made across wind at a low speed to achieve the required spray distribution and, when nearing the completion of the allotted task, the pilot made a turn in a downwind direction at the end of a spray run. In the turn, the aircraft commenced to lose height and the pilot increased collective pitch, but was unable to arrest the descent. As the aircraft was approaching a row of pine trees, the pilot also reduced the forward speed and dumped the remaining spray liquid but the aircraft continued to descend and struck the pine trees.

The pilot had completed three aerial seeding flights over areas In timbered and mountainous terrain In a light northerly wind. On the fourth flight he was making runs down a slope from north-east to south-west and, after each run, was repositioning his aircraft at the top of the slope by flying a right hand circuit. At the end of one run and with only a small area to complete, the pilot decided to make a left turn and a finishing run up the slope and to leave the area by turning left again. During the final run he became aware there was Insufficient space to permit the Intended manoeuvre so he turned right toward a lower spur line but realised he was unlikely to clear this. The pilot operated the dump lever, the aircraft settled Into the trees with full power applied and fell to the ground, coming to rest Inverted.