Brisbane

Following an uneventful flight from Brisbane, the crew completed the approach and landing at Honiara-Henderson Airport. After touchdown on runway 24, the right main gear collapsed and punctured the right wing. The aircraft veered slightly to the right and came to a halt on the runway. All three occupants evacuated safely and the aircraft was damaged beyond repair.

The twin engine aircraft, with a pilot and a flight nurse on board, was being operated by Skymaster Air Services under the instrument flight rules (IFR) on a flight from Bankstown Airport, New South Wales (NSW) to Archerfield Airport, Queensland. The aircraft was being positioned to Archerfield for a medical patient transfer flight from Archerfield to Albury, NSW. The aircraft departed Bankstown at 0740 Eastern Standard Time. At 0752, the pilot reported to air traffic control (ATC) that he was turning the aircraft around as he was having ‘a few problems. At about 0806, the aircraft collided with a powerline support pole located on the eastern side of the intersection of Sackville Street and Canley Vale Road, Canley Vale, NSW. The pilot and flight nurse sustained fatal injuries and the aircraft was destroyed by impact damage and a post-impact fire.

On 9 April 2008, at 2325 Eastern Standard Time, a Fairchild Industries Inc. SA227-AC (Metro III) aircraft, registered VH-OZA, departed Sydney Airport, New South Wales on a freight charter flight to Brisbane, Queensland with one pilot on board. The aircraft was subsequently observed on radar to be turning right, contrary to air traffic control instructions to turn left to an easterly heading. The pilot reported that he had a ‘slight technical fault’ and no other transmissions were heard from the pilot. Recorded radar data showed the aircraft turning right and then left, followed by a descent and climb, a second right turn and a second descent before radar returns were lost when the aircraft was at an altitude of 3,740 ft above mean sea level and descending at over 10,000 ft/min. Air traffic control initiated search actions and search vessels later recovered a small amount of aircraft wreckage floating in the ocean, south of the last recorded radar position. The pilot was presumed to be fatally injured and the aircraft was destroyed. Both of the aircraft’s on-board flight recorders were subsequently recovered from the ocean floor. They contained data from a number of previous flights, but not for the accident flight. There was no evidence of a midair breakup of the aircraft.

On 2 December 2005, at 1122 Eastern Daylight-saving Time, a Piper Aircraft Corporation PA-31-350 Chieftain aircraft, registered VH-PYN (PYN), departed Archerfield, Qld, on a private flight to Griffith, NSW. The flight was planned under the instrument flight rules (IFR). On board the aircraft were the pilot, two passengers and an observer-pilot who was on the flight to gain knowledge of the aircraft operation. The aircraft tracked direct to Moree and then Coonamble at 10,000 ft, in accordance with the flight plan. At 1303, the pilot amended the destination to Swan Hill, Vic, tracking via Hillston, NSW. At 1314, the pilot advised air traffic control that the aircraft had passed overhead Coonamble at 1312 maintaining 10,000 ft, and was estimating Hillston at 1418. At 1316, the pilot reported that he was tracking 5 NM (9 km) left of track due to weather. At 1337, the pilot advised that he was diverting up to 20 NM (37 km) left of track due to weather. At 1348, the pilot reported that he was diverting 29 NM (54 km) left of track, again due to weather. No further radio transmission from the pilot was heard. At about 1400, police received a report that an aircraft had crashed on a property approximately 28 km north of Condobolin, NSW. The extensively burned wreckage was subsequently confirmed as PYN. Other wreckage, spread along a trail up to 4 km from the main wreckage, was located the following day. Examination of air traffic control recorded radar data indicated that the aircraft entered radar coverage about 50 km north of Condobolin at 1346:34. The last valid radar data from the secondary surveillance radar located on Mount Bobbara was at 1349:53. During that 3 minute 19 second period, the recorded aircraft track was approximately 56 km left of the Coonamble to Hillston track and showed a change in direction from southerly to south-westerly. The aircraft’s groundspeed was in the range between 200 and 220 kts. The aircraft’s altitude remained steady at 10,000 ft. The last recorded radar position of the aircraft was approaching the limit of predicted radar coverage and was within 10 km of the location of the main aircraft wreckage. Earlier that day, the aircraft had departed Bendigo, Vic, at 0602 and arrived at Archerfield at 1034. The pilot and the observer-pilot were on board. The aircraft was refuelled to full tanks with 314 litres of aviation gasoline at Archerfield. The refuelling agent reported that the main and auxiliary tanks were full at the completion of refuelling. He also reported that the pilots had commented that the forecast for their return flight indicated that weather conditions would be ‘patchy’.

Following an uneventful cargo flight from Brisbane, the crew started the approach to Honiara-Henderson Airport. On final approach, the four engine airplane was too low when the right main gear struck the sea and was torn off. The crew increased engine power, continued the approach and completed the landing on runway 24. After touchdown, the aircraft went out of control, veered off runway at high speed and came to rest. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft, with only the pilot on board, was being flown from Archerfield to Caboolture via the light aircraft lane to the west of Brisbane in company with another aircraft. About five minutes after departing Archerfield, the pilot radioed that he was experiencing problems with both engines and that he was in an emergency situation. The pilot of the other aircraft advised him that there were suitable forced landing areas in and around a nearby golf course. However, the aircraft continued and slowly lost altitude before rolling inverted and diving steeply into the ground. Ground witnesses reported hearing loud backfiring and fluctuating engine RPM from the aircraft. These sounds were accompanied by erratic rolling and yawing of the aircraft before it rolled to the left and inverted. The right wing was severed outboard of the engine as the aircraft impacted a large tree before crashing onto a road.

The flight had been arranged to transport a critically injured patient to hospital in Brisbane. The pilot evidently experienced some difficulty in starting one of the engines. However, witnesses reported that the engines sounded normal as the aircraft commenced moving from the parking area. At 0310 hours the pilot contacted Brisbane Flight Service Unit and reported that the aircraft was taxying. He advised that he was in a hurry, and indicated that he would provide details of the flight after takeoff. Two minutes later he advised that takeoff was being commenced from Runway 14. No further transmissions were received from the aircraft. The aircraft was seen to become airborne and shortly afterwards enter a fog bank. Other witnesses subsequently reported hearing the sounds of an impact. The flight had been arranged to transport a critically injured patient to hospital in Brisbane. The pilot evidently experienced some difficulty in starting one of the engines. However, witnesses reported that the engines sounded normal as the aircraft commenced moving from the parking area. At 0310 hours the pilot contacted Brisbane Flight Service Unit and reported that the aircraft was taxying. He advised that he was in a hurry, and indicated that he would provide details of the flight after takeoff. Two minutes later he advised that takeoff was being commenced from Runway 14. No further transmissions were received from the aircraft. The aircraft was seen to become airborne and shortly afterwards enter a fog bank. Other witnesses subsequently reported hearing the sounds of an impact. The flight had been arranged to transport a critically injured patient to hospital in Brisbane. The pilot evidently experienced some difficulty in starting one of the engines. However, witnesses reported that the engines sounded normal as the aircraft commenced moving from the parking area. At 0310 hours the pilot contacted Brisbane Flight Service Unit and reported that the aircraft was taxying. He advised that he was in a hurry, and indicated that he would provide details of the flight after takeoff. Two minutes later he advised that takeoff was being commenced from Runway 14. No further transmissions were received from the aircraft. The aircraft was seen to become airborne and shortly afterwards enter a fog bank. Other witnesses subsequently reported hearing the sounds of an impact. The investigation revealed that the aircraft had collided with a tree 800 metres beyond the aerodrome boundary, while tracking about 10 degrees to the right of the extended centreline of the runway. It had then continued on the same heading until striking the ground 177 metres beyond the initial impact point. The wreckage was almost totally consumed by fire.

IAI 1124 Westwind aircraft, registered VH-IWJ, was operating under a current Certificate of Registration, the holder of which was Pel-Air Aviation Pty Ltd (Pe1-Air). The aircraft was operated by Pel-Air and, at the time of the accident, it was engaged on a regularly scheduled cargo service. This service was operated under the terms of a current Charter and Aerial Work Licence, and was flown on behalf of Ansett Air Freight, a subsidiary of Ansett Transport Industries Pty Ltd. The particular flight, designated Flight 474, was operated on 4 nights each week from Sydney to Brisbane and Cairns, Queensland. The aircraft had departed Cairns earlier in the evening and had flown via Brisbane to Sydney, arriving at 2336 hours. The arriving crew reported that the aircraft was performing normally. A total of 1,350 litres of fuel was added to the aircraft tanks and loading of general cargo was carried out by Ansett Air Freight personnel. The flight plan submitted to Air Traffic Control (ATC) indicated that the flight would follow the normal Instrument Flight Rules (IFR) procedures. The estimated time interval to Brisbane was 70 minutes at planned Flight Level 370 (approximate altitude of 37,000 feet). The aircraft carried sufficient fuel for 164 minutes of flight, and refuelling was planned to take place at Brisbane prior to departure for Cairns. Pel-Air intended to use the flight to assess the performance of the rostered co-pilot, who was being considered for upgrading to command status. He was to occupy the left hand control seat, while the right hand seat occupant was the Chief Pilot of the company. At 0033 hours the crew established radio contact on the Sydney ATC Clearance Delivery frequency, and were given a "16 West Maitland One" Standard Instrument Departure (SID). The flight pattern associated with this clearance requires the aircraft to maintain heading after take-off on Runway 16 until reaching a height of 500 feet, when a left turn is made to intercept the 126 radial of the Sydney VOR (Very High Frequency Omnidirectional Range). At a position of 6 nautical miles by Distance Measuring Equipment (DME) from the aerodrome, a left turn onto 357 degrees is made in order to continue tracking with reference to the West Haiti and VOR. A copy of the applicable SID chart is shown at Appendix A. Shortly before 0049 hours the crew contacted Sydney Control Tower, and the aircraft was directed to taxi for a departure from Runway 16. At the time the wind was light and variable. After receiving the appropriate clearance, an evidently normal take-off was made, and at 0056 hours contact was established with Sydney Departures Control. The pilot in command advised that the aircraft was on climb to Flight Level 370 , and requested the direct track to Brisbane. This was a standard request, to allow the aircraft to proceed directly to the destination rather than follow the various radio navigation aids along the route. Such a request was normally granted by ATC if the general traffic situation permitted use of the direct track, and provided the aircraft was equipped with a suitable navigation system. VH-IWJ was fitted with a VLF/Omega navigation system which was capable of direct tracking. After ascertaining this, the Departures controller advised the aircraft that the direct track to Brisbane would probably be available. The acknowledgment of this comment was the last recorded transmission from the aircraft. Shortly before 0059 hours the Departures controller broadcast the clearance for the aircraft to track direct to Brisbane at the planned cruising level. No response was received from the aircraft, although the controller noted that radar returns were still visible on his screen. Shortly afterwards, these returns faded, and the Distress Phase of Search and Rescue procedures was Instituted at 0100 hours. At about this time, a number of persons observed what appeared to be the lights of an aircraft descending rapidly towards the sea. The lights maintained their position relative to each other, indicating that the aircraft was not rotating as it descended. The aircraft had faded from the radar screen at a point about 11 kilometres south-east of Sydney Airport. A search of the area was commenced using helicopters and boats. Wreckage Identified as being from the aircraft was sighted by a helicopter at 0245 hours. Recovery of pieces of the aircraft structure, freight and human remains was effected by Police and Department of Aviation launches. The degree of destruction indicated that the aircraft had struck the water while travelling at high speed. The bulk of the wreckage was presumed to be lying in about 85 metres of water about 5 kilometres out to sea from Botany Bay. An Intensive search was carried out by vessels from the Royal Australian Navy, later assisted by a vessel from the NSW Department of Fisheries and Agriculture. Use was made of various underwater detection devices. Search efforts were hampered by persistent unfavourable sea conditions and no trace was found of the wreckage. Operations were finally suspended towards the end of November 1985. An Internationally recognised underwater location and salvage expert was then employed, and the wreckage was ultimately located and identified in 92 metres of water on 20 January 1986. Recovery of the Flight Data and Cockpit Voice Recorders, the major portions of both engines, and sundry other pieces of the aircraft structure, was effected the following month.

The crew was completing a cargo flight from Sydney to Brisbane. On short final in good weather conditions, the four engine aircraft crashed in unknown circumstances. The wreckage was found few hours later at Bulwer Island, about 1,5 km southeast of runway 01 threshold. The aircraft was destroyed by impact forces and a post crash fire and both pilots were killed.

10 Squadron RAAF had received a telephone call late on Good Friday night from the Townsville hospital seeking an emergency evacuation to Brisbane of a critically jaundiced 2 day old baby, Robyn Huxley. As most of the Squadron's air crew were on leave or stand-down over Easter, the Commanding Officer of 10 Squadron, Wing Commander John Costello decided to pilot the Squadron's only serviceable aircraft, A73-64, for the evacuation flight. The crew consisted of the new Commanding Officer Wing Commander Costello who had flown Sunderlands during the war against the German U Boats in the Atlantic, the Senior Navigation Officer, Squadron Leader Finlay, who was a wartime Pathfinder navigator, the squadron Chief Signaler, Flight Lieutenant Cater, and the squadron Senior Engineering Officer, Squadron Leader Mason. The baby girl and nurse Mafalda Gray were positioned in the long-nosed section of the Lincoln bomber. The aircraft took off from Garbutt airfield at 00.30 am on Saturday 9 April 1955. The aircraft encountered some cloud and rain as it approached southern Queensland. The aircraft had to fly at a relatively low altitude to ensure the baby had a comfortable flight. At 4.05 am the aircraft contacted Brisbane Air Traffic Control to advise that they were flying in cloud at 6,000 feet. They advised that they would arrive in Brisbane in about 10 minutes time and sought a clearance to reduce altitude to 5,000 feet. Brisbane Air Traffic Control advised that they were cleared to drop to 5,000 feet and if they wished they could drop to 4,000 feet for the approach to Eagle Farm airfield. A short time later Brisbane Air Traffic Control contacted them with weather information and asked them to confirm when they had obtained a visual fix on the town of Caboolture. No further reports were heard from the Lincoln bomber. There were no low clouds in the Brisbane area at that time. Some time later, reports came in that an aircraft, later confirmed as a Lincoln, was heard to circle over the town of Bell at about 3.30 am. Bell is located about 18 miles north east of Dalby. Clearly A73-64 was well off course. The weather south of Bell was overcast with scattered rain. At 4.14 am some members of the Brisbane Bushwalking Club heard a large aircraft fly overhead followed by the noise of an impact and some large explosions. By their estimation it had slammed into a nearby mountain in the Main Range region of the Border Ranges near Emu Vale. This was later confirmed to be Mount Superbus, the highest mountain (1,375 meters) in southern Queensland. A small group from the Bushwalking club was dispatched immediately to Emu Vale to notify the relevant authorities. Five hours later a Canberra bomber from Amberley airbase was able to confirm the location of the still burning wreckage of Lincoln, A73-64 just below the summit of Mount Superbus. Ground rescue crews were dispatched to the site. They quickly confirmed that there were no survivors.
Crew (10th Squadron):
W/Cdr John Peter Costello, pilot,
S/Ldr Charles Surtees Mason, copilot,
S/Ldr John Watson Finlay, navigator,
F/Lt William George Stanley Cater, signaler.
Passengers:
Baby Robyn Huxley,
Sister Mafalda Gray.
Source: http://www.ozatwar.com/ozcrashes/superbus.htm