Cairns

The aircraft was established on final by the pilot under check. A 5 knot downwind component prevailed. The flare was commenced higher than is normal and the airspeed decreased below the optimum. The pilot did not react to prompting by the the check-pilot but, at about 20 feet, retarded the throttles. The aircraft struck the runway heavily in a left wing low attitude and the left main and nose landing gear was torn off. Command responsibility for the flight was not discussed and the check-pilot was under the misapprehension that his role was only that of safety pilot. Due to flight rescheduling, the pilot under check slept for only two and a half hours prior to commencing duty. The autopilot was unserviceable and the pilot under check flew the aircraft by hand for most of the four flight legs. During the last leg the check-pilot twice simulated an engine failure. The second failure was simulated on final approach at about 7 DME. Power was reinstated shortly afterwards and the approach continued normally until close to the threshold. At this time the pilot under check had been on duty for five and a half hours and the check-pilot for over twelve hours. Overseas research has shown that subtle errors in visual perception may be induced by an event which causes stress, and that this condition may persist for several minutes after the event. Fatigue may aggravate the problem. The errors in perception are the result of changes in focal length of the lens of the eye caused by the physiological effects of the stress resulting from the event. The experimental research and information from accident data has provided evidence that the effect of the changes in focal length may cause a pilot on final approach to perceive a runway to be on a higher plane than it actually is. In this case, with the particular combination of factors prevailing at the time, it is possible that the imposition of a simulated engine failure on approach within a few minutes prior to the final landing of a long and fatiguing night's operations caused a stress reaction in the pilot under check. The level of stress induced in this fatigued pilot may have been sufficient to cause the kind of perceptual error described above. The runway would thus appear to the pilot slightly higher than it actually was. His judgement of flare height, being based on this false perception, would therefore be incorrect.

DH-114 Heron registered VH-CLS was operating Connair Flight 1263 from Alice Springs to Cairns landing at Mount Isa en route. At 12:57 hours VH-CLS taxied to runway 30 at Alice Springs and was cleared for takeoff. The flight landed at Mount Isa at 15:35 hours after making a visual approach. At 16:46 hours VH-CLS taxied to runway 34 at Mount Isa, and the flight reported its departure as 16:55 hours at which time it was climbing to its planned cruising altitude of 7000 feet. As the flight progressed position reports at the appropriate reporting points were received. At 18:01 hours, VH-CLS advised that it was descending to cruise at 6000 feet. Subsequently, at 18:49 hours, VH-CLS reported as being at the Saucebottle Creek position, 146 km southwest of Cairns, at an altitude of 6000 feet. The crew indicated an ETA at the Biboohra VOR, 35 km west of Cairns, of 19:12. VH-CLS was then advised by the Cairns aerodrome/approach controller, through the Cairns Flight Service Unit (FSU), to expect an ILS approach to runway 15 at Cairns Airport. At 18:54 hours the Cairns aerodrome/approach controller issued an air traffic clearance, for transmission through the Cairns FSU, authorising VH-CLS to enter the control area via the 049 degree radial of the Biboohra VOR cruising at 6000 feet and using an altimeter setting of 1006 millibars. At about 18:55 hours, the Weather Service Office (WSO) located at Cairns Airport observed a thunderstorm, without precipitation, in the vicinity of the airport and the following 'special' aerodrome weather report was issued: Wind : 360 degrees at 6 knots, visibility : 10 km or more, thunderstorm without precipitation, 1/8 cumulonimbus clouds, base 3000 feet, 4/8 cumulus, base 2300 feet, 4/8 strato cumulus, base 4000 feet. This was reported to the crew. At 19:10 hours, VH-CLS reported to the Cairns aerodrome/approach controller that it was over the Biboohra VOR at 6000 feet and, following confirmation by VH-CLS that its 'preferred approach' was an ILS approach, it was cleared 'on the Biboohra zero four nine radial, descend to three seven zero zero for an ILS approach runway one five, and report at Buchan Locator'. VH-CLS acknowledged this instruction and advised that the aircraft was leaving 6000 feet. At 19:17:29 hours, VH-CLS reported over the Buchan Locator turning outbound onto a heading of 330 degrees this being the standard ILS procedure; the aerodrome/approach controller cleared the aircraft for an ILS approach and instructed it to report leaving 3700 feet. At 19:20:54 hours, VH-CLS reported 'leaving three seven zero zero' implying that the aircraft had commenced the final approach segment of the ILS approach. The aerodrome/approach controller acknowledged the report and radioed: 'wind from the northwest, maximum downwind component runway one five not above six knots, runway wet, clear to land'. At 19:22:53 hours, the controller notified VH-CLS 'there's a moderately heavy shower at the field now, visibility er is reducing as the shower moves south, visibility to the south at the moment er in excess of four thousand metres, high intensity approach and runway lighting is on, advise when you would like the intensity decreased'. VH-CLS acknowledged. At 19:26:23 hours, VH-CLS reported 'going round' and the aerodrome/approach controller instructed VH-CLS to 'make missed approach on a heading of zero three five and climb to three seven zero zero'. VH-CLS turned away from the airport, descended to a low height above terrain, and completed about 270 degrees of a left hand orbit. It then entered a turn to the right during which it descended and crashed.

The Aerial ambulance was called out to Iron Range on Cape York to collect a patient, an aboriginal stockman who had been bitten by a snake. Capt Dick Brampton was one of half a dozen ANA pilots who were rostered to fly the Ambulance plane as needed for the Cairns Ambulance Transport Brigade. On board as well was an ambulance bearer. Capt Dick Brampton took off fairly late from Iron Range, and was confronted by very low thick cloud north of Cairns. The Rapide was only VFR nor IFR and Capt Brampton could not get a fix on Cairns. He was redirected further south. He apparently ran out of fuel north of Hinchinbrook Island and landed the aircraft on the water near Brooke Island. Nearly two hours late on estimated ETA at Townsville that evening, a radio call was heard at 9.48pm “Lost, low fuel”. At 9.55pm another call saying the aircraft was being ditched. Within an hour of the last message, a RAAF Lincoln from Townsville and an ANA DC-3 from Cairns were searching an area near Hinchinbrook Island, 20 miles north of Ingham. The ambulance bearer was uninjured and got out okay, along with Capt Brampton who had some leg injuries. The stockman went down with the plane which did not float for long. Apparently Capt Dick Brampton survived for some time in the water, but was unable to stay afloat due to his injuries. He was not wearing a life jacket. The ambulance bearer was picked up six hours later by a passing coastal freighter. Neither Capt Brampton's body nor any parts of the plane were ever found.

The aircraft was returning to Cairns from am ambulance flight to Vanrook Station bringing a seriously injured stockman to Cairns Base Hospital. The aircraft had no radio navigation aids and the pilot was unable to locate Cairns due to thick smoke from the annual sugar cane burn-off by farmers. When fuel was low, the pilot decided to ditch the aircraft in the sea, about 24 km (15 miles) north of Cairns. They were unable to drag the unconscious patient from the aircraft before the Rapide immediately sank. The three survivors swam to shore and reached a beach after six hours in the water.
Crew:
Cpt Neville Hicks, pilot.
Passengers:
Keith Howard, ambulance officer,
Larry Hansen, friend of the injured man 1.
Source:
http://www.goodall.com.au/australian-aviation/dh89/dh89.htm

The last radio contact was recorded some 15 minutes prior to the ETA at Cairns Airport. While descending, the twin engine aircraft hit a hill and crashed in the Daintree National Park, near Mossman, some 65 km northwest of Cairns. SAR operations were suspended after few days as no trace of the aircraft nor the 20 occupants was found. Eventually, the wreckage was found in January 1989 in an isolated and mountainous area. All 20 occupants were killed, among them two civilians.
Crew:
1st Lt H. J. H. Daanen, pilot,
Sgt W. A. Torn, copilot,
Sgt E. Kerdijk, wireless operator,
Sgt J. F. Damwijk, flight engineer.
Passengers:
1st Lt R. T. H. Braakensiek,
H. P. Levy,
B. van Aken,
O. Leyding,
R. J. Salm,
J. S. Zwart,
Sgt A. C. Scholte,
Sgt M. Boogerman,
M. J. Straub,
S/L Leslie Roy Dawson,
Lt Horace William Hammond Armstrong,
2nd Lt J. R. L. Lebeu,
2nd Lt R. E. J. Boereboom,
2nd Lt S. Jacob,
Mrs Waas,
Mrs Wakemaw.

En route, the aircraft hit the slope of a mountain located some 30 km west of Kokoda, in the center PNG. The wreckage was eventually found in 1970. All 17 occupants were killed. Other source reports the accident occurred in the region of Cairns.

The seaplane took off from Cairns at 1040LT and proceeded to Milne Bay and landed to refuel then took off at 1600LT on a solo nuisance mission against Kavieng. At 2300LT, it reached the target area during a bright moonlite night at an altitude of 9,000 feet. Over Panapai Airfield but did not drop any bombs and received light anti-aircraft fire. During a second bomb run, it dropped two 250 lbs bombs and numerous incendiaries and photographs were taken, and heavy anti-aircraft fire was received but not accurate. Ships in Kavieng harbor opened fire with intense and accurate anti-aircraft fire aimed at this Catalina. Over Kavieng Airfield, made a third bomb run dropping two 500 lbs bombs and photographs were taken. The flying boat received intense and accurate anti-aircraft fire that required evasive maneuvers. At approximately 2350LT on an mission to attack Kavieng, a parachute flare inside this PBY ignited prematurely while its altitude setting ring was being adjusted. In order to prevent premature detonation of other ordnance or mid-air structural failure from fire, the Catalina ditched into Jacquinot Bay. The crew swam to shore in the vicinity of Malakua. The aircraft was lost.

Source: http://www.pacificwrecks.com/

En route, crew was forced to attempt an emergency landing for unknown reason. Aircraft ended up on a beach located 13 miles south of Cape Sidmouth, near the Princess Charlotte Bay. The crew of a RAAF Catalina spotted the aircraft a day later and was able to land and to evacuate all six occupants uninjured. The aircraft was damaged beyond repair.

Took off from Cairns at 1500LT to drop supplies to coastwatchers at two locations: Aita, Bougainville (for Coastwatcher Jack Read) and Bunbun, New Ireland. Arriving at Aita at 2300LT, the drop zone was easily located with the Catalina flying at 10,000', with clear skies and no moon visible. They commenced the drop and made two left circuits, dropping two parachutes. Prior to the third drop, an impact was heard and engine revved to full power at 2320LT. The Catalina impacted trees and crashed on a ridge. Three crew members were killed while six others were rescued.
Crew (11th Squadron):
F/Lt William James Clark, pilot, †
F/O John Nigel Elmhurst Potts, copilot, †
Sgt Dudley James Ward, flight engineer, †
F/O Clifton Stuart Dunn, navigator,
Cpl John Fenwick, wireless operator and air gunner,
F/O Colin J. Twist,
Cpl Ronald Hugh Alexander Wettenhall,
Sgt Frederick Gordon Thompson,
Cpl Herbert Yates.
Source: http://www.pacificwrecks.com/aircraft/pby/A24-43.html

Following an uneventful night anti-submarine mission off the Australian coast, the crew was returning to his base after a 23 hours and 23 minutes flight. On approach to Cairns' harbor, the aircraft stalled and crashed into the sea. Six crew members were killed while two others were rescued. The aircraft was lost but later converted to ground training aid.