Australia

At about 1500 hours EST, 11 June 1993, a standard company flight plan held by the CAA at the Melbourne flight briefing facility was activated. The plan indicated that Piper PA-31-350 aircraft VH-NDU would be conducting flight OB 301, a regular public transport service from Sydney (Kingsford Smith) airport to Cootamundra NSW, with intermediate landings at Cowra and Young. The flight was planned to be operated in accordance with IFR procedures, with a scheduled departure time from Sydney of 1720. The aircraft was to be crewed by two pilots. Prior to departure, the company scheduled a second aircraft to operate the Sydney–Cowra sector. Consequently, VH-NDU was required to land only at Young and Cootamundra. At that time of the year, the 1720 departure time meant that the flight would be conducted entirely at night. VH-NDU departed Sydney at 1738 carrying five passengers, with a fuel endurance of about 253 minutes. The pilot-in-command occupied the left cockpit seat. The aircraft initially tracked via the direct Sydney to Cowra route and climbed to a cruising altitude of 8,000 feet. At 1801 the pilot reported to Sydney FIS that the aircraft was now tracking direct to Young, and would report at Riley, an en route reporting point located 62 NM from Young on the Katoomba– Young track. FIS advised the area QNH was 1003 hPa. At 1814 the pilot reported the aircraft was at Riley and estimated arrival at Young at 1835. By 1820 the pilot had reported on descent to Young, with in-flight conditions of cloud and heavy rain. Recorded radar data later showed that the aircraft passed 13.5 NM to the south-east of Riley, south of the direct Katoomba–Young track. At about 18.5 NM north-east of Rugby, the aircraft turned right and initially tracked about 280° before turning left to track direct to Young. When queried by FIS at 1836, the pilot amended the estimate for his arrival at Young to 1838. At 1842, after prompting from FIS, the pilot reported at Young that he was commencing an NDB approach, and would call again on the hour or in the circuit. Shortly after 1845 witnesses at Young aerodrome saw the lights of an aircraft, which they believed to be VH-NDU, pass low overhead after approaching from the east. Some minutes later the same aircraft was seen to pass over the aerodrome from the opposite direction and appear to climb away towards the east. On both occasions the runway and aerodrome lights were not illuminated, although the aerodrome was equipped with PAL and it was the responsibility of the pilot-in-command to activate it. At 1850 FIS advised VH-NDU of the proximity of Cessna 310 aircraft, VH-XMA, which was estimating arrival at Young at 1900. VH-XMA subsequently reported holding in visual conditions at about 8 NM north of Young. The pilot of VH-NDU reported at 1903 that he was on another overshoot at Young, about to commence another approach, and would report again at 1915. FIS provided additional traffic on Piper PA31 aircraft, VH-XML, which was also estimating Young at 1915. At about this time witnesses reported seeing the runway lights illuminate. VH-XMA then proceeded to Young and landed on runway 01 at about 1912. At 1916 VH-NDU reported in the Young circuit area and cancelled SARWATCH. A pilot witness said that the aircraft passed over the northern end of the aerodrome from a westerly direction before turning right and taking up a heading consistent with a right downwind leg for a landing on runway 01. The aircraft was then seen to turn right and pass to the south of the aerodrome before entering what appeared to be a right downwind leg for runway 19. When abeam the aerodrome the aircraft again turned right and overflew the aerodrome to enter a second right downwind leg for runway 01. Another witness thought the aircraft (VH-NDU) was significantly lower than another aircraft approaching from the east (VH-XML). Shortly after VH-NDU turned onto an apparent base leg the navigation lights were lost to sight. Almost immediately a fireball was observed, consistent with the final position of the aircraft (see figure 2). At 1918 the pilot of VH-XMA telephoned the 000 emergency services number and reported the accident to the Goulburn Ambulance Control Centre. By 1920 this information had been relayed to the Young Ambulance Service, the Young Police, and the Young SES. An off-duty Fire Brigade officer, who was waiting at the aerodrome, drove into Young and alerted the Fire Brigade at 1930. The emergency services initially travelled to Young Aerodrome but were unable to gain immediate access to the accident site, which was located on a hill some 2.2 km to the south-south-east of the aerodrome, in an area remote from roads and lighting. Access was finally gained from a road located south of the accident site. An ambulance reached the aircraft wreckage at 1952 and the crew were able to rescue and resuscitate the only survivor, who was critically injured, and transport her to the Young Hospital. She died at Camperdown Children’s Hospital at 0510 the next morning.

The pilot was conducting a scheduled passenger service flight from Port Augusta with a stop at Innamincka. A commercial pilot, travelling as a non-paying passenger, occupied the co-pilot's seat to observe the operation. Two additional passengers were on board the aircraft for the entire flight. After landing at Innamincka, the aircraft was refuelled by the pilot in command and the oil levels of both engines were checked by the observer, who experienced difficulty securing the combination oil filler cap-dipsticks. He asked the pilot for instructions and, although some advice was given, the pilot did not check the security of the dipsticks. Take-off was commenced towards the north into a 10-15 knot wind with a surface temperature of about 20 degrees C. Shortly after lift-off, at the first power reduction, the observer in the co-pilot's seat advised that there was oil seeping back along the cowl from the right side oil filler hatch. The pilot reported that he increased power to both engines but believed there was no response from the right. He began an immediate left turn to complete a circuit and attempted to secure the right engine and feather the propeller. The aircraft then began a roll to the right, the nose dropped and the aircraft impacted the ground. As the aircraft rolled right and the nose dropped, the pilot reported that he had secured the left engine and feathered the propeller. The observer in the co-pilot seat reported hearing a continuous stall warning horn as the right wing began to drop. All occupants, although injured, were able to vacate the aircraft through the main cabin door. The pilot provided assistance to the passengers and then returned to the airport to summon help.

The aircraft was operating a freight charter flight, cruising normally at an altitude of 20,000 ft (FL200), when, about 150 km south-east of Mackay, the left engine lost power and could not be restarted. During the subsequent landing on runway 14 at Mackay, the pilot attempted a single engine go-around when he suddenly had the (mistaken) impression that the landing gear was not down. He temporarily lost control of the aircraft but recovered to touch down on the flight strip to the left of the runway, some 500 m before the runway end. During the landing roll, the landing gear collapsed and the aircraft sustained substantial damage.

Crashed in unknown circumstances in a hilly terrain while engaged in a superphosphate spraying mission. The pilot, sole on board, was killed.

Crashed in unknown circumstances after takeoff from Jaspers Brush Airfield. Two occupants were killed and eight others were injured.

The aircraft departed Richmond on a flight to Avalon, carrying five crew members. While cruising at an altitude of 5,000 feet along the coast, the aircraft lost height and plunged in the sea. The wreckage was found about one km off Woodside Beach and all five occupants were killed. At the time of the accident, weather conditions were good.
Crew:
Cpt Mark Lewin, pilot,
F/Lt Tim Ellis, copilot,
F/Lt Mark Duncan, pilot,
W/O Jon Fawcett, flight engineer,
W/O Al Gwynne, loadmaster.

The crew was completing a training mission consisting of touch-and-go at Ag Strip located 20 km east of Tenterfield. After takeoff, while in initial climb, the twin engine aircraft struck a tree, stalled and crashed, bursting into flames. All four crew members were killed.
Crew:
Maj Lynn Hummerston,
Cpl Peter McCarthy +2 PNGDF pilots.

The aircraft was engaged in a local flight and was carrying 17 passengers and a crew of four. After takeoff from Cocos Island Airport, the crew climbed to 5,000 feet then reduced his altitude for a low pass over the airport. Approaching the airport at a speed of 380 knots and at a height of about 300 feet, the pilot-in-command increased engine power in a way to gain height when the aircraft lost several pieces from the left wing. Due to severe vibrations and problems of controllability, the crew decided to attempt an emergency landing near the airport. The aircraft struck the ground, lost its undercarriage and came to rest in shallow water. A passenger was killed after being hit by propeller blades that punctured the fuselage. All 20 other occupants escaped uninjured and the aircraft was damaged beyond repair.

VH-NYG had departed Tamworth three days before the accident on an extended passenger charter through Sydney, Moree, Emerald, Brisbane, Moree, and Tamworth. On the day of the accident, the pilot had submitted a flight plan nominating a charter category, single pilot, Instrument Flight Rules flight from Brisbane to Moree, then Tamworth. The flight plan indicated that the aircraft carried 1400 Ib (635 kg) of fuel and had an endurance of 211 min. The aircraft, with four passengers on board, departed Brisbane at 0902 hours and landed at Moree at 1010 after an uneventful flight. All four passengers left the flight at Moree. The pilot reported taxiing at Moree to Dubbo Flight Service at 1047 and called airborne at 1050. At 1117 hours the aircraft was given a clearance to enter the Tamworth Control Zone on descent from 10000 ft. The pilot was told to expect a right downwind leg for runway 30. At 1125 the pilot requested a change of runway to runway 18, stating that there was a fuel flow problem with the left engine. The aerodrome controller (ADC) issued a change of runway (runway 18) to the aircraft, asking the pilot whether emergency conditions existed. The pilot answered in the negative and about 30 sec later informed the ADC that he was conducting one left orbit. The orbit was commenced at about 300 ft above ground level (agl) and approximately above the threshold of runway 18. The orbit was flown with an angle of bank of about 60°. The aircraft developed a high rate of descent during the orbit and rolled wings level in a pronounced nose-down attitude after turning through almost 360°. The aircraft then struck the ground in a grassed paddock about 350 m short of the threshold of runway 18 and in line with the right edge of the flight strip. The aircraft, largely intact, slid in the direction of the runway for 53 m before coming to rest. The pilot, sole on board, was killed.

The aircraft was nearing the completion of a scenic flight, maintaining about 800 feet above ground level, when the engine power reduced to 20 inches hg manifold pressure. The engine continued to run smoothly but failed to respond when the pilot advanced the throttle. All other means attempted by the pilot to restore the lost power were unsuccessful. The aircraft, which had a full compliment of persons on board, was too heavy to maintain height under these conditions. As it was flying over forest the pilot turned the aircraft towards the south-west where a more favourable open area, with a road and an airstrip, was available. This entailed having to cross an escarpment, but due to the aircraft's rate of descent insufficient height remained, committing the pilot to a forced landing in an unsuitable area. The pilot transmitted a distress call, gave the passengers a thorough briefing and prepared the aircraft for the forced landing. The aircraft was slowed down and allowed to sink slowly into the forest, contacting the first tree about seven metres above ground level. It then continued through the trees for 40 metres before coming to rest inverted on the forest floor. All passengers evacuated from the aircraft and were rescued by a helicopter which had responded to the distress call.