New South Wales

VH-SWP was operating on a standard company flight plan for the route Bankstown-Tamworth-Armidale-Glen Innes-Inverell and return, and the flight plan indicated the flight would be conducted in accordance with IFR procedures. The classification of the flight was shown as non-scheduled commercial air transport although the aircraft was operating to a company schedule, and departure and flight times for each route segment were indicated on the flight plan. The aircraft departed Bankstown at about 0640 and proceeded as planned to Inverell where the pilot rested until his departure that afternoon for the return journey. The schedule required an Armidale departure at 1721. At 1723 the pilot reported to Sydney Flight Service that he was departing Armidale for Tamworth. The planned time for the flight was 17 minutes. Although the flight-planned altitude for this sector was 6,000 ft, the pilot was unable to climb immediately because a slower aircraft, which had departed Armidale for Tamworth two minutes earlier, was climbing to that altitude. In addition, there was opposite direction traffic at 7,000 ft. The next most suitable altitude was 8,000 ft, but separation from the other two aircraft, which were also IFR, had to be established by the pilot before further climb was possible. The published IFR lowest safe altitude for the route was 5,400 ft. The pilot subsequently elected to remain at 4,500 ft in visual meteorological conditions (VMC) and at 1727 requested an airways clearance from Tamworth Tower. A clearance was issued by ATC to the pilot to track direct to Tamworth at 4,500 ft visually. At about 1732 the pilot requested a descent clearance. He was cleared to make a visual approach with a clearance limit of 5 NM by distance measuring equipment (DME) from Tamworth, and was requested to report at 8 DME from Tamworth. The pilot acknowledged the instructions and reported leaving 4,500 ft on descent. Transmissions from ATC to the pilot less than two minutes later were not answered. The aircraft was not being monitored on radar by ATC, nor was this a requirement. At about 1740, reports were received by the police and ATC of an explosion and possible aircraft accident near the mountain range 8 NM north-east of Tamworth Airport. The aircraft wreckage was discovered at about 2115 by searchers on the mountain range.Soon after the aircraft was reported missing, a search aircraft pilot, who had extensive local flying experience, reported to ATC that the top of the range (where the accident occurred) was obscured by cloud, and that there was very low cloud in the valley nearby.

On 14 January 1994 at 0114, Aero Commander 690 aircraft VH-BSS struck the sea while being radar vectored to intercept the Instrument Landing System approach to runway 34 at Sydney (Kingsford-Smith) Airport, NSW. The last recorded position of the aircraft was about 10 miles to the south-east of the airport. At the time of the accident the aircraft was being operated as a cargo charter flight from Canberra to Sydney in accordance with the Instrument Flight Rules. The body of the pilot who was the sole occupant of the aircraft was never recovered. Although wreckage identified as part of the aircraft was located on the seabed shortly after the accident, salvage action was not initially undertaken. This decision was taken after consideration of the known circumstances of the occurrence and of the costs of salvage versus the potential safety benefit that might be gained from examination of the wreckage. About 18 months after the accident, the wing and tail sections of the aircraft were recovered from the sea by fishermen. As a result, a detailed examination of that wreckage was carried out to assess the validity of the Bureau’s original analysis that the airworthiness of the aircraft was unlikely to have been a factor in this accident. No evidence was found of any defect which may have affected the normal operation of the aircraft. The aircraft descended below the altitude it had been cleared to by air traffic control. From the evidence available it was determined that the circumstances of this accident were consistent with controlled flight into the sea.

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.

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 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.

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.

Crashed on approach in foggy conditions while performing a cargo flight from Bankstown with bank notes on board. The pilot, sole on board, was killed.

The aircraft was being used for a pleasure flight for the owner and some friends. The Captain calculated the landing distances required for both runway 28 and 10, based on weather reports obtained at briefing, which indicated a strong northerly wind component. An updated report received some 30 minutes before descent confirmed the wind as 290 degrees at 7 knots. Approaching the island and becoming visual, the crew noted the windsock near the western end of the runway to be indicating a slight headwind component in the 10 direction and decided on a straight in approach to runway 10, to avoid an approaching squall/shower. The aircraft touched down firmly a short distance beyond the threshold. Speed brakes were immediately extended and wheel braking applied. About four seconds later the Captain called for the drag chute to be deployed. Although the co-pilot correctly activated the handle, it became obvious that the chute had not deployed as no increase in retardation occurred. When the Captain realised that the aircraft could not be stopped on the runway remaining he attempted to turn the aircraft towards a clear grass area to the right. However, the aircraft was aquaplaning on the wet surface and did not respond to steering inputs for some distance. The aircraft left the bitumen tracking to the right. It collided with a gable marker, passed through a fence, continued down an embankment, across a road, through a second fence and came to rest approximately 90 metres from the runway end and 70 metres to the right of the extended centreline. The left main and nose gear legs were torn off. Witnesses to the accident said that when the aircraft landed, the runway was very wet and the wind was westerly at 5 to 10 knots.

The aircraft was engaged in superphosphate spreading operations. An aerial survey of the property had been conducted by the pilot in company with the property owner. Power poles in the valley ahead and to the left of the airstrip were marked. When operations started the wind was a light north-easterly and ambient temperature was 16° Celsius. By the time the aircraft had refuelled and was ready for the thirty-sixth flight of the day, the ambient temperature had increased to 28° Celsius and the wind direction had changed to a south-westerly. Shortly after takeoff, the aircraft was observed to sink after overflying the high-voltage power lines between the marked poles. On the next flight the aircraft was observed to make a tight left turn and fly down the valley adjacent to the left marked powerpole. On the next and final flight, the aircraft was apparently attempting to follow the track of the previous flight. While crossing the power lines south-west of the marked power pole, the aircraft's landing gear and left wing tip struck the powerlines. With the broken powerline jammed behind the left aileron washout plate, the aircraft impacted the ground 100 metres beyond the powerpole. Ground impact forces destroyed the aircraft and reduced the cockpit area to non-survivable dimensions.