Rockhampton

This aircraft had only recently been acquired by the company. It had a fuel system different to other aircraft of the same type in the fleet. On the other aircraft there were three detents for each fuel selector, On, Off, Crossfeed. On this aircraft there were four detents, Off, Outboard, Inboard, Crossfeed. The pilot had not previously flown this aircraft. After a flight time of about 110 minutes the pilot reported that both engines had stopped and he was unable to access fuel from the outboard tanks. When the wreckage was located no evidence of fuel was found in the inboard tanks. The pilot, sole on board, was killed.

The aircraft was being operated on a regular freight carrying run between Dysart and Rockhampton. On the evening preceding the accident, the aircraft departed Dysart at 2045 hours, arriving at Rockhampton at 2139 hours. At 0222 hours on the following morning the pilot telephoned Brisbane Flight Service Centre to obtain an update on the weather for the return flight to Dysart. The forecast indicated that at the time of arrival at Dysart, light rain with 5 oktas of cloud at 700 feet above ground level, could be expected. The pilot nominated Rockhampton as the alternate for Dysart in the event that weather conditions at the latter aerodrome precluded a safe approach and landing. The aircraft was refuelled to give a total fuel endurance of 290 minutes, and after loading departed Rockhampton at 0354 hours. At 0435 hours, the pilot reported that descent had been commenced into Dysart and because of poor reception on High Frequency radio channels further communications with VH-CLU were relayed by another aircraft in the area, VH-EEF on Very High Frequency channels. After communications with VH-CLU, the pilot of VH-EEF advised Brisbane Flight Service Unit (FSU) at 0453 hours, that the runway lighting was not yet displayed. The runway lighting at Dysart was provided by a number of hand-lit flares. The lighting of these flares was carried out by an employee of the company operating VH-CLU, and normally took about ten minutes. On this occasion the employee had overslept and arrived at the aerodrome at about the same time that the aircraft flew overhead. At 0501 hours further attempts by the pilot of VH-EEF and Brisbane FSU to contact VH-CLU were unsuccessful. The wreckage of the aircraft was later located about 800 metres to the west of the aerodrome. The aircraft had struck trees while heading in a direction aligned with runway 14 but displaced to the west of the runway. It had been destroyed as a result of the impact forces. Witnesses reported that when VH-CLU arrived at Dysart it was not raining, however, low cloud was present. The aircraft was observed to complete three orbits of the aerodrome and at times during these orbits it was obscured by cloud. Both occupants were killed.

The Fokker F-27 aircraft was on a regular passenger flight from Brisbane (BNE) to Mackay (MKY) via Maryborough (MBH) and Rockhampton (ROK). The aircraft departed Brisbane at 17:11 and arrived at Maryborough at 17:52. It then took off at 18:12 on the next portion of the trip to Rockhampton where it landed without incident one hour later. Just prior to the landing at Rockhampton, the aircraft was advised of a special weather report which indicated shallow ground fog at Mackay to a height of 20 ft with a visibility of 880 yd, and also that an alternate aerodrome would be required for the rest of the flight. The flight departed Rockhampton at 19:52. On departure the air traffic controller at Mackay was advised that the expected flight time to Mackay was 52 minutes at an altitude of 13000 ft, that Townsville had been selected as the alternate. At 20:17 the aircraft reported at the prescribed reporting point, Charon Point, 80 miles south of Mackay at 130000 ft and gave its estimated time of arrival at Mackay as 20:40. It was advised that Mackay Airport was closed to landings at that time, and the situation remained the same when the aircraft reached the point at which it would normally have commenced its descent to Mackay. The captain indicated that he would continue the flight at 13000 ft and would hold over Mackay at that altitude. At 20:45 the ATC Officer advised the pilot that visibility was fluctuating between 2 and 2-1/2 miles along runway 14/32. The pilot replied that the airport lighting, the city area, and the surrounding country could be clearly seen, but that a belt of fog extending about 10 miles was situated to the southwest of the airport and was moving in a slightly northeasterly direction across the airport. The pilot then requested landing instructions. The aircraft was cleared to make a visual approach with a view to landing on runway 14. He reported on final approach, and at 20:55 the aircraft was cleared to land. As the aircraft approached close to the runway threshold at a height of about 50 feet, the pilot advised that a small patch of fog had suddenly appeared on the approach to the runway. It then flew along the runway at a height of approximately 50 ft and commenced to climb away. The pilot advised that he would look at the approach to runway 32. The ATC Officer next observed the aircraft descending to approach runway 32. It reached a height of approximately 200 ft, but before crossing the threshold it began to climb along the line of the runway, and the pilot requested permission to hold over Mackay at 5000 ft until an improvement in the weather occurred. This procedure was approved. The aircraft continued to hold over Mackay until about 22:00. At approximately 22:02 the ATC Officer noted the conditions improved rapidly and visibility was continually improving. When the aircraft was thus informed, it replied: "Roger tower, will commence let down to approach on runway 32". The aircraft was cleared for a visual approach and was given the wind (calm) and QNH (1019 mb) and was asked to report on final approach. Nothing more was heard from the flight. During the approach the airplane contacted the sea and crashed, some 12 km short of the runway.

One minute after its takeoff from Mackay Airport, while climbing by night, the twin engine aircraft went out of control and plunged into the sea off Mackay. The aircraft was destroyed and both crew members were killed. The crew was completing a cargo flight from Mackay to Rockhampton, carrying a load of newspapers.

The aircraft left Rockhampton bound for Pitu, Indonesia, with 20 passengers and a crew of two on board. Enroute, the crew decided to return due to insufficient fuel. While approaching Cape Melville, the captain ordered the passengers to bail out. The crew abandoned the aircraft as well and the Dakota crashed into the Bathurst Bay. Five passengers were injured and fifteen others were unhurt. A passenger was killed because his parachute failed to open and no trace of the captain was found.
Crew:
1st Lt Rueben A. Blackburn,
Sgt Henry P. Williams. †
Source: http://www.ozatwar.com/ozcrashes/qld148.htm

The aircraft left Townsville-Garbutt Field at 0710LT for a flight to Brisbane with an intermediate stop in Rockhampton, on behalf of the Royal Australian Air Force (RAAF). En route, the aircraft exploded, dove into the ground and disintegrated in a wooded area located 48 km north of Rockhampton, near the road to Rossmoya. All 31 occupants were killed. Worst accident involving a USAF C-47 up to date.
Crew (22nd TCS):
2nd Lt William Randell Crecelius, pilot,
2nd Lt John R. Powell, copilot,
T/Sgt John L. Shupe, flight engineer,
Sgt Robert S. Fazio, radio operator.
Passengers:
Cpt Orlen N. Loverin,
1st Lt George K. Snyder,
2nd Lt William B. Graham,
T/Sgt Carlos M. Bane,
Cpt Robert J. Simons,
Maj Hoyt A. Ross,
Lt Rebecca Williams,
3rd Cl Jack Hayman Staggs,
C. G. M. Carline,
Lt W. M. Samuelson,
Lt Thomas Smith,
Lt Ernestine Korranda,
W/O Herbert R. Johnson,
Lt Harry Gillies,
Pvt Herbert J. Mathias,
Sgt Charles Dolan,
Harold George Dick,
William Bramwell Tibbs,
Cpl William Barry Sleep,
Cpl Thomas William Shard,
Pvt Benjamin Rasmussen,
Cpt John Hugho Weir,
Cpt Alexander William Robert Geddes,
Lt Nigel James Bruce MacDonald,
LAC Donald Cantrol Cameron,
LAC Raymond Kingsley Oster,
Cpt Crawford Derek Mollison.
Source: http://www.ozatwar.com/ozcrashes/qld56.htm

The aircraft christened 'Star Duster' left Port Moresby bound for Brisbane with intermediate stops in Cairns, Townsville and Rockhampton. About 6,700 pounds of cargo were boarded in Garbutt Airfield near Townsville and some mail was loaded in Rockhampton. On the last leg to Brisbane, while cruising west of Monto, the crew encountered poor weather conditions and lost control of the aircraft that crashed in a canyon. As the aircraft was declared missing, SAR operations were conducted but eventually suspended few days later as no trace of the aircraft nor the crew was found. On June 22, 1948, a local found the wreckage in a steep wooded gully located between two high hills west of Monto. The right wing was found in 1961 some one km from the main wreckage and other debris such a door and stabilizer were found in 1991.
Crew (374th TCG):
1st Lt Victor N. Gibson, pilot,
2nd Lt Michael L. Reitman, copilot,
S/Sgt Everett L. Ahmann, flight engineer,
Cpl John F. Guigo, radio operator.
Passengers:
Tec Albert E. Peglow,
T/Sgt T.G. Cucciaro,
A/Sgt Hugh John McClean,
Sgt Philip Ernest Nicholls,
Gun Thomas Layton Vinecombe,
Sgt Jack Ernest Kerr,
Sgt Albert William Lawrence,
F/O Frank McLaurin Bartlett,
LAC Hector Richard Hore.
Source & photos: http://www.ozatwar.com/ozcrashes/qld58.htm

While cruising at an altitude of 4,000 feet, the engine failed. The pilot recovered from a spin and completed an emergency landing near Capella, Queensland. The pilot was uninjured and the aircraft was damaged beyond repair.