Loss of control

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.

The main rotor blades made contact with objects on the deck of the barge and three bystanders were struck by flying debris. The helicopter then fell into the water and subsequently the pilot swam clear of the wreckage. The cause of the accident was that the helicopter was operated in unsafe proximity to the barge.

Mr. Armstrong purchased the aircraft in June, 1972 and later that year, assisted by two other persons also not authorised to perform such work, modified and fitted to the aircraft a long range fuel tank of unknown history. This work was not recorded in the aircraft log book as is required. The aircraft subsequently underwent a major inspection followed by some 60 hours flying before again being delivered to the owner during September, 1973. Mr. Armstrong then flew the aircraft on various occasions totalling some 11 hours although, being the holder of a student pilot licence, he was not authorised to pilot any aircraft unless he was under the supervision if a flight instructor.

The aircraft was crulstng in a southerly direction at an altitude of 4500 feet above mean sea level in clear weather conditions north of Mansfield when there was a substantial loss of engine power and smoke issued from the engine and entered the cabin. The pilot checked the engine controls and selected the mixture control to the idle cut-off position. He made a distress radio call to the Melbourne Flight Service Unit and reported that he had a suspected engine fire and intended to make a forced landing two miles north of Mansfield. A field to the left was selected by the pilot as being suitable for a forced landing and he planned to fly down the western side of the field and make a left turn of about 180 degrees to land to the north into a light northerly surface wind. As the aircraft descended the undercarriage was selected down and a left hand turn was commenced but, as the turn progressed,the pilot decided that the field which he had selected was unsuitable and that he would now land in the field adjacent to and to the west of that originally selected. At this stage the starboard wing dropped and, despite recovery action taken by the pilot, the aircraft veered to the right until it was heading some 45 degrees to the right of the intended final approach path at a very low height. The aircraft then struck the upper limbs of a large gum tree at a height of about 50 feet, passed through the upper section of the tree and dropped steeply' into a nearby small dam coming to rest in a level attitude in water some four feet in depth. Subsequent investigation indicated that the engine power loss was the result of an in-service failure of the No. 4 cylinder connecting rod big end bearing as a result of which the connecting rod had fractured and penetrated the crankcase.

The aircraft was engaged in the transport of men and materials In connection with the installation and maintenance of conveyor belting. The flight had commenced at Maitland, New South Wales, on the previous day and, prior to departure, the pilot had loaded the aircraft with a quantity of heavy, low volume materials. With one passenger on board, the flight to Groote^Eylandt had been uneventful. At Groote Eylandt the main and wing tip fuel tanks were replenished for the final stage of the flight to Gove. Before tlie aircraft began its departure from Groote Eylandt, two more passengers, their baggage and further materials of trade were loaded on board and distributed by the pilot. The weather was fine and clear and the wind was calm.

After the engines were started, the aircraft taxied to the eastern end of the 6,240 feet long bitumen runway and Phen commenced a take off into the west. Following a ground run of about 3000 feet the aircraft became airborne and entered a gentle climb. The nose of the aircraft was then seen to rise, the climbing angle increased abruptly and the aircraft climbed steeply to a height of some 300 feet. At this point the port wing went down very quickly until the aircraft was banked almost vertically. The ncse then dropped and the aircraft entered a flat, left hand spin from which it did not recover.

The aircraft struck the ground at a position 150 feet to the left of the runway centreline and 4480 feet from the eastern end of the runway. The undercarriage was found to have been down at impact and there was no fire. It has been calculated that, before the flight began, the loaded aircraft weighed 4433 pounds, which is 705 pounds in excess of the maximum permissible gross weight and the centre of gravity, with the undercarriage down, was located 3.9 inches aft of the rear limit specified for the aircraft type. This loading configuration could lead to the aircraft entering an uncontrolled nose pitch up condition with insufficient stabilator control available to correct the situation. There was no defect of the airframe or engines which could havo contributed to the loss of the control experienced.

On the day of this accident, the pilot who had also carried out a considerable number of cattle mustering flights, made a short local flight, after which the aircraft was refuelled. The aircraft, now close to the maximum permissible all up weight and with the same persons on board then took off to provide assistance in the mustering of stock. Some 20 minutes later, at a position 9 miles eastsouth- east of the station homestead, the aircraft began to circle at a height of about 400 feet near the head stockman, who was operating on horseback and alone and was having difficulty in turning a group of cattle. The head stockman, riding west, saw the aircraft fly overhead towards the east at a height of between 100 feet and 150 feet and he assumed that it would manoeuvre behind him, returning to assist in turning the cattle. Within 30 seconds of the aircraft having passed overhead, the head stockman heard a thud and on turning, found that the aircraft had crashed approximately 200 yards from his position. Fire broke out almost immediately and the centre section of the aircraft, including the main cabin area was burnt out. The aircraft struck the ground in a vertical dive op a westerly heading but not at an abnormally high speed.

During lift off, the stall warning sounded and there is evidence that it continued to sound as the aircraft climbed away. At a height of about 50 feet the left wing dropped and the aircraft descended steeply in a turn to the left, striking the scrub covered ground about 250 feet north east of the eastern end of the airstrip. The operations manual specifies 10 degrees of flap for minimum ground roll on take off and up to 10 degrees of flap for take off in cross wind conditions but, for take off on this occasion, the pilot selected 20 degrees of flap. The take off was made into the east, with a strong gusting wind blowing approximately from the north east, giving a crosswind component at or near the 15 knot maximum permitted for the aircraft type.

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.

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.

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.