Collision with terrain

The pilot had held a private pilot licence which expired in April 1972, and during June of that year he underwent and passed a renewal medical examination conducted by an approved aviation medical examiner. He did not, however, disclose that he was being treated by another medical practitioner for heart disease of a type which, in fact, precluded him from meeting the medical standards applicable to the holder of a pilot licence. His aircraft was undergoing repairs at that time and, because he had not acquired the recent flying experience required for the renewal of his private licence a student pilot licence was then issued to him. The holder of a student pilot licence is not authorised to pilot an aircraft unless he is accompanied by or is under the supervision of a rated flight instructor or an approved pilot. About a month prior to the accident the aircraft was returned to the pilot at the completion of repair work and he subsequently flew it on several occasions totaling about four hours. On the morning of the accident the weather was fine and the pilot declared his intention to make a flight. Accompanied by his two grandsons he proceeded to the field where his aircraft was hangared and supervised the actions of the two boys who pushed the aircraft from the hangar and topped up one of its two fuel tanks. He completed a pre-flight inspection during which he pulled the propeller through by hand several times and then boarded the aircraft alone. He started the engine and taxied the aircraft a short distance to the end of the landing strip where the engine was run for a short period. An apparently normal take-off was then made into a light wind and the aircraft climbed away to an estimated height of 100 feet. The aircraft banked into what appeared to be the commencement of a normal left hand turn but, as the turn continued, the wing progressively lowered further and the nose of the aircraft went down. The aircraft descended and struck the ground in a steep nose down attitude.

The pilot first obtained a private pilot licence in April, 1966 but, because he had not completed a course of navigation flying training, his licence was valid only for flight within five miles of any departure aerodrome or within the confines of a flying training area. He was not qualified to fly in other than visual meteorological conditions. The aircraft was normally based in a hangar on the pilot's property near Bylands and fuelled from drums stored in the hangar. An examination of the wreckage indicated that the aircraft had struck the ground in a steep spiral dive. No evidence was found of any defect which may have contributed to the accident. There was only a small amount of fuel remaining in the tanks but fuel may have drained away through broken lines after the accident.

The cause of this accident has not been established but it is apparent that the pilot attempted the flight in weather conditions which were unsuitable and this may have led to the loss of control.

The pilot under instruction was undergoing training with a view to qualifying for a commercial pilot licence. Immediately prior to the flight which resulted in the accident the aircraft was refuelled, the appropriate preflight inspections were completed, and the instructor made an entry in the daily flying record to the effect that the forthcoming flight was for the purpose of revision of forced landing practice. The aircraft was seen to depart from Lismore Aerodrome with the instructor in the right hand seat and the other pilot in the left hand dual control seat. This is the normal seating for an instructional flight in this type of aircraft fitted with dual controls. Approximately 15 minutes after departure the aircraft was seen descending in a south-westerly direction in an area which is frequently used by the Northern Rivers Aero Club for forced landing practice. There was no apparent engine noise as the aircraft then turned onto a southerly heading. The descent continued until the aircraft was only a few feet above the ground at a point where it crossed a road and it then pulled up sharply to a height estimated as not above 75 feet. It leveled out and, with no change in direction, proceeded for a distance of approximately 3,500 feet and then commenced a steeply banked turn to the right. After completing about 90 degrees of this turn the aircraft dropped rapidly and struck the ground heavily in a left wing low and nose down attitude. An intense fire broke out immediately. During the investigation a detailed examination of the wreckage was conducted but this revealed no evidence of any pre-existing defect or malfunction of the aircraft or the engine.

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.

At approximately 0045 hours on 22 January, 1972 a Bell 206A helicopter registered VH-FOY crashed into the sea approximately 2700 feet south-east of Heron Island.

It is probable the pilot's past experience in air-sea rescue operations; tlte recent boating fatality in local waters and concern for the safety of other persons were significant factors which motivated the pilot in his decision to undertake the flight. He was placed in an unenviable situation but it was a most hazardous operation and should not have been attempted. In circumstances of virtually no night or instrument flying practice for five years, total darkness depriving him of visual reference and his ability impaired by alcohol, the pilot, irrespective of any altimeter setting error, would not have been able to maintain safe flight on instruments alone whilst conducting a low level search over the sea.

The aircraft departed Brickhouse Station airstrip 8 miles north-east of Carnarvon to rendezvous with five stockmen in vehicles at a well on the property. Burt, who was an experienced aerial mustering pilot, occupied the right seat and Boddington, whose flying experience was limited and who was not qualified to perform aerial mustering, occupied the left seat. It is hot known which pilot was In command but it is probable that Boddington was manipulating the controls. After air-to-ground radio communication was established, the mustering operation commenced with the ground party making its way south-west through the scrub and the aircraft flying low overhead and diving to indicate any cattle sighted. After about an hour, during which the operation proceeded without incident, one of the stockmen noticed the aircraft approach his position in a shallow dive from the north. When it was overhead, the aircraft turned towards the south-east. The stockman took this to indicate that he was positioned correctly. A few seconds later his attention was again drawn to the aircraft by a change in the sound of the engine. He looked to the east and saw the aircraft about 1/4 mile away in a steep dive only 50 feet above the ground. The aircraft did not recover from the dive and subsequent examination of the wreckage showed that the angle at impact had been almost vertical. It has not been possible to determine the cause of the accident from the available evidence but a likely explanation is that the pilot lost control of the aircraft while manoeuvring at low level.

The aircraft took off from Shay Gap under a very low overcast with the intention of proceeding to Nullagine som 85 miles to the south. The low cloud persisted throughout the route and the tops of hills in the area, at a general level of about 750 feet above mean sea level, were enveloped in cloud and mist. Before taking off from Shay Gap the pilot called the Flight Service Unit at Port Hedland by radio and requested the winds forecast for the local area. Port Hedland did not respond but the aircraft calls were acknowledged by Derby Flight Service Unit. The pilot advised Derby when the aircraft departed Shay Gap at 0637 hours WST and he again requested the forecast winds for the area in which he was operating. The wreckage of the aircraft was found by a searching aircraft at 0800 hours on the following morning. The aircraft had struck the ground at a height of approximately 780 feet above sea level near the crest of a ridge, apparently whilst in substantially level flight and under control. The accident site was some 23 miles south of Shay Gap on the direct track to Nullagine. The aircraft had been on a southerly heading and probably at normal cruising speed at the time of the initial impact with the ground.

The pilot obtained a meteorological forecast which indicated that conditions generally would be suitable for visual flight, but that until 0900 hours there would be areas of drizzle and reduced visibility. He submitted a flight plan which indicated that his route to Warrnambool would be via Sorrento and Colac. The flight proceeded normally to 1,500 feet or about 10 miles west of Torquay, where the aircraft encountered an area of low cloud and drizzle. The pilot descended to remain clear of cloud and when the aircraft had reached the vicinity of the Wurdee Boluc Reservoir he was compelled to fly at an extremely low level to maintain visual contact with the ground. He circled in this area, unable to proceed or to turn back because of the low cloud and reduced visibility in all directions. While flying along the southern edge of the reservoir he observed a line of tall pine trees looming ahead and to avoid them he made a left hand turn over the reservoir. During the turn the port wing tip contacted the surface and the aircraft cartwheeled into the water. There were no witnesses to the accident and one of the four surviving occupants swam a considerable distance to the shore for assistance whilst the other three surviving persons remained standing on the aircraft wreckage which had settled in some 10 feet of water. The fourth passenger had released his seat belt during the flight and was apparently thrown from the aircraft on impact with the water.

The four occupants of the aircraft were members of Condobolin Aero Club and each held a Private Pilot Licence. Earlier in the day they had flown from Condobolin to Narromine to take part in a flying competition. Four other club members had also flown to Narromine in another Club aircraft. A flight plan covering both the outward and the return flight of VH-POK had been submitted to Dubbo Flight Service Unit by telephone. At a prize-giving ceremony held in the clubrooms at the conclusion of the flying competition drinks had been served.

The flight had been planned as a scenic tour of the snowfields near Cooma and two of the passengers had travelled a considerable distance to participate. The forecast ordered for the route indicated that the weather was unsatisfactory and the flight was postponed and a second forecast was then obtained. The pilot decided that the flight was possible under the Visual Flight Rules although the first part of the route would have to be flown above cloud. After taking off the aircraft climbed through a hole in the cloud and set course, climbing to 8, 000 feet on top of complete cloud cover. Shortly afterwards the pilot was advised by radio that a light aircraft in the area had reported 8/8 cloud, base 5,500 feet and the pilot elected to descend through the cloud although he held no instrument rating and had virtually no experience of instrument flying. With the aircraft still in cloud at 4,200 feet, the pilot turned back towards Wollongong and began to climb to regain visual flight. Before he was able to top the cloud, the instruments appeared to give some unexpected indications and the pilot lost control. Several violent manoeuvres then took place before control was regained and the climb resumed. Again the pilot was unable to maintain control and eventually the aircraft broke cloud just above heavy timber in conditions of very limited visibility. This situation left the pilot with a severely restricted choice of alternatives and the aircraft was subsequently flown into the tops of the trees and crashed to the ground 120 feet below.