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.

The aircraft took off from Runway 10 at Coffs Harbour and commenced to climb in an easterly direction. At an altitude of about 300 feet, there was an abnormal engine noise and the pilot commenced a left hand turn with the intention of returning for a landing. Very shortly after the turn was commenced a substantial reduction of engine power occurred and, in preparation for a forced landing, the pilot discontinued the turn and headed towards what he believed to be a clear area. The pilot raised the nose of the aircraft as it descended and eventually crashed into trees situated some 400 metres east-north-east of the upwind end of the runway from which it departed. A detailed examination of the aircraft wreckage, including the engine, was carried out. It was found that all the main engine bearing shells exhibited evidence of fretting on the outer surfaces as a result of micromovement within the crankcase halves and, at some considerable operating time prior to the accident, bearing metal pick-up had occurred in the rear half of the front main bearing. It is unlikely that the condition of the bearings would have resulted in any significant resistance to engine rotation.

Attempts were made to obtain photographs of VH-MJO with sharks in the background but these were unsuccessful. It was then decided that VH-KWN would descend to 500 feet to photograph the school of sharks, while VH-MJO remained clear of the other aircraft. The pilot of VH-KWN extended flap to 30 degrees and reduced speed from about 70 knots to 55-60 knots, using just sufficient engine power to maintain 500 feet altitude. Two left hand racecourse orbits were flown around the sharks and, during the third orbit, while on a north-easterly heading, the pilot had a discussion with the photographer regarding the positioning of the aircraft and then looked out to the right to check the location of the other aircraft. As a further left turn was initiated the pilot looked at the aircraft instruments and noticed that the altitude had decreased to 300 feet and that the airspeed was also low. The port wing dropped and the stall warning was heard to operate. Despite the initial application of corrective aileron, and the subsequent application of right rudder, forward stick and engine power, the aircraft lost height rapidly and struck the water in a nose down, port wing low attitude.

At approximately 1120 hours E3T on 1 September 1974 a parachutist was fatally injured by impact with the ground following a free fall descent at Wilton, New South Wales. The cause of the accident was that following a malfunction of his main canopy, the parachutist adopted an incorrect technique for deploying the reserve parachute.

On the day prior to the accident the aircraft was flown to Griffith by the pilot and was left with a maintenance organization for a 100 hourly Inspection. The pilot has said that, on the following morning, the licensed aircraft maintenance engineer responsible for the inspection drew his attention to a slight oil leak from around the blanking plug at the forward end of the crankshaft and attempted to rectify the leak by using a hammer and punch. This has been denied by the engineer. The aircraft departed Griffith and climbed to a cruising altitude of 1000 to 1500 feet. After about 30 minutes a fine oil mist appeared on the windscreen and gradually increased until forward visibility became impaired. The pilot decided to return to Griffith and changed heading accordingly. Oil slicks were now appearing on the upper engine cowl and on the wings and forward vision became completely obscured. The pilot selected a large field below the aircraft and prepared to execute a precautionary landing. He obtained a limited amount of lateral vision by opening the canopy slightly. While the aircraft was banking, he was able to choose an approach path over pine trees but as soon as the wings were leveled he was unable to see ahead. He then became aware that the aircraft was on the point of stalling so lowered the nose and opened the throttle but the engine failed to respond. The left wing tip struck a tree branch and the aircraft landed heavily on the left main wheel and wing tip. The nosewheel entered rough ground and was torn off and the nose strut dug progressively into the ground causing the aircraft to nose over to an Inverted position after which It slid 46 metres. After the aircraft came to rest the pilot, with some difficulty, released himself and dragged his passenger clear of the wreckage. Subsequent examination of the wreckage revealed that a blanking plug was missing from the forward end of the crankshaft and this had allowed the inflight oil loss. The engine was completely exhausted of oil and was approaching the point of seizure. The failure of the engine to respond to throttle movement during the latter part of the approach was probably the result of complete blockage of the air intake filter by oil.