Australia

The single engine airplane departed Moruya Airport on a local skydiving flight with eight skydivers and one pilot on board. After all eight occupants jumped out, the pilot was returning to base when the airplane crashed in unknown circumstances 2 km north of the airfield. The pilot was killed and the airplane was destroyed. It was owned by Jump Aviation and operated by Skyone Moruya.

The crew departed Warwick Airport at 1426LT on a positioning flight to Oakey Airfield. On approach to runway 14, the twin engine airplane went out of control and crashed in a grassy area located 2 km from the airfield, bursting into flames. Both occupants were killed.

After takeoff from the Thomson Bay in Rottnest Island, the single engine seaplane banked left, causing the left wing tip to struck the water surface. The airplane water looped and plunged into the water, floating in a vertical attitude. Three passengers were seriously injured while one was unhurt. Two others (one Swiss and one Danish citizen) as well as the pilot were killed.

At 0646LT, the single engine airplane departed Lizard Island Airport on a non-scheduled passenger service to Cairns. On board were the pilot and 9 passengers. After takeoff from runway 12, the pilot turned right, tracked south-southwest and made a departure call to Brisbane Centre air traffic control (ATC). At 1,750 feet above mean sea level, the pilot turned left onto the departure track in a cruise climb and engaged the autopilot. At 0652LT, passing 3,400 feet at an indicated airspeed of 102 kt, the pilot noted a change to the engine sound and that the aircraft was accelerating. The pilot checked the engine gauges on the Garmin G1000 multifunction flight display. They noted the values indicated on both the engine torque and interstage turbine temperature gauges were above the redline and the gas generator speed and fuel flow were not indicating, being marked with a diagonal red cross through the gauge locations. The propeller revolutions per minute was high but within the green operating range. Within 10 seconds, the pilot initiated a left turn with the purpose of returning to Lizard Island and broadcast a PAN PAN call on the area frequency advising their intentions. Despite trying to arrest it, the aircraft continued to climb and accelerate over the next 2 minutes reaching 4,000 feet and 166 kt. The pilot started troubleshooting the issue by moving the power, propeller control and emergency power levers with the only response coming from the propeller control lever. The pilot also partially moved the fuel condition lever through the gate from low idle to cut-off and noted the engine power cutting in and out and returned the condition lever to low idle. At the same time, the pilot conducted a large orbit around the island attempting a shallow descent while the engine continued to produce excessive power. Further manipulation of the propeller control lever somewhat reduced the engine thrust. The pilot updated ATC on their situation and progressively deployed the flaps to create drag in an attempt to slow the aircraft. After one orbit of the island, the pilot felt they were low enough to attempt a landing with a 2 NM (4 km) final approach to runway 12 and notified ATC of their intentions. The pilot reported they were concerned with the populated resort accommodation and maintenance buildings on the approach end of the runway and the possibility of injury to those on board and on the ground if the aircraft did not have the energy to make the runway. To ensure they cleared potential obstacles, the pilot elected to perform a powered-on approach. The pilot continued to adjust the propeller lever in an attempt to reduce the engine thrust. The final approach was started at 147 kt (the pilot operating handbook stated the normal approach speed with full flaps was 75–85 kt). The pilot was able to reduce the airspeed to 123 kt by the runway threshold and reported attempting to shut down the engine. The aircraft floated along the down-sloping runway, bouncing and touching down at around 100 kt, an estimated two-thirds of the way along the runway. The pilot applied maximum braking, but the aircraft exited the end of the runway at 92 kt. The aircraft continued across undulating sandy soil and low vegetation before the left wingtip struck the ground, which spun and flipped the aircraft, coming to rest inverted, 127 metres from the end of the runway. All 10 occupants escaped with minor injuries and the airplane was damaged beyond repair.

On the morning of 10 November 2023, a Cessna 421C, registered VH-VPY, departed the Sunshine Coast Airport, Queensland for a transpacific international ferry flight to Oakland, California in the United States. Two pilots were on board to conduct the flight, where the first leg was planned to stop at Pago Pago, American Samoa. The aircraft was configured with additional ferry fuel tanks to ensure sufficient fuel was available between the stops for the extended journey across the open ocean. Approximately 50 minutes after departure, the left engine failed and the pilots initiated a return to the Sunshine Coast. During the return leg the pilots identified that the aircraft was unable to maintain altitude and calculations based on the descent rate indicated they would be unable to reach the Sunshine Coast. The pilots notified air traffic control of their intention to ditch, who immediately engaged the national search and rescue service provider. After considering the configuration of the aircraft, the pilots elected not to follow the aircraft manufacturer’s guidance on ditching. They configured the aircraft to avoid a nose down attitude on touchdown and allowed their airspeed to slow before the aircraft contacted the water. Both occupants were uninjured and exited through the rear door. After deploying the emergency life raft, both pilots were retrieved by a rescue helicopter 32 minutes after ditching. The aircraft sank and was not recovered.

On the morning of 4 November 2023, a Gulfstream 695A, registered VH-HPY, was being operated by AGAIR on an instrument flight rules flight from Toowoomba to Mount Isa, Queensland. On board the aircraft were the pilot and 2 camera operators. The purpose of the flight was to conduct line scanning of fire zones located north of Mount Isa. About 1 hour and 50 minutes into the flight, while the aircraft was in cruise at flight level 280, air traffic control (ATC) lost radio contact with the pilot. Over the following 30 minutes, ATC made multiple attempts to re-establish contact, including using alternate frequencies and relaying messages via other aircraft in the vicinity. VH-HPY was observed diverging from track and ATC declared an uncertainty phase for the aircraft. About 20 minutes later, ATC called the pilot’s mobile telephone, and a brief conversation took place. During the conversation, the pilot’s speech was observed as slow and flat. In response, ATC upgraded the aircraft’s status to an alert phase and initiated their hypoxic pilot emergency procedures. About 10 minutes later, the crew of a nearby aircraft was able to establish contact with the pilot, having been requested to do so by ATC. The alert phase was downgraded to an uncertainty phase and, a short time later, ATC re-established direct contact with the pilot. The uncertainty phase was cancelled 1 minute later. The pilot confirmed that their oxygen system was operating normally, and they were issued a clearance to undertake line scanning north of Mount Isa. Over the following 4 minutes, the pilot repeated the clearance from ATC 4 times, seeming uncertain about the status of the clearance. The radio recordings during this period indicate that the pilot’s rate and volume of speech had substantially lowered from earlier communications and was worsening. The pilot’s final radio transmission displayed the slowest speaking rate of all their communications during the flight and contained stuttering and operational mistakes. Air traffic control did not attempt to re-establish contact with the pilot until about 18 minutes later, however no further responses from the pilot were received. A short time later, the aircraft departed controlled flight, initially entering a descending anticlockwise turn with an increasing rate of descent. At about 10,500 ft, the aircraft likely transitioned into an aerodynamic spin, with a subsequent average rate of descent of about 13,500 ft/min. The aircraft collided with terrain 55 km south-east of Cloncurry. The 3 occupants were fatally injured, and the aircraft was destroyed by impact forces and a fuel-fed post-impact fire.

On 7 April 2023, the pilot of a Piper Aircraft Corporation PA-31-350 Chieftain (PA-31), registered VH-HJE and operated by Air Link, was conducting a freight charter flight from Archerfield, Queensland. The planned flight included one intermediate stop at Bankstown, New South Wales before returning to Archerfield, and was conducted under the instrument flight rules at night. The aircraft departed Archerfield at about 0024 local time and during the first leg to Bankstown, the pilot reported an intermittent fault with the autopilot, producing uncommanded pitch changes and associated rates of climb and descent of around 1,000 ft/min. As a result, much of the first leg was flown by hand. After landing at Bankstown at about 0248, a defect entry was made on the maintenance release; however, the pilot was confident that they would be able to hand fly the aircraft for the return leg and elected to continue with the planned flight. The aircraft was refueled to its maximum capacity for the return leg after which a small quantity of water was detected in the samples taken from both main fuel tanks. Additional fuel drains were conducted until the fuel sample was free of water. The manifested freight for the return leg was considered a light load and the aircraft was within weight and balance limitations. After taking off at 0351, the pilot climbed to the flight planned altitude of 9,000 ft. Once established in cruise, the pilot changed the left and right fuel selectors from the respective main tank to the auxiliary tank. The pilot advised that, during cruise, they engaged the autopilot and the uncommanded pitch events continued. Consequently, the pilot did not use the autopilot for part of the flight. Approaching top of descent, the pilot recalled conducting their normal flow checks by memory before referring to the checklist. During this time, the pilot completed a number of other tasks not related to the fuel system, such as changing the radio frequency, checking the weather at the destination and briefing themselves on the expected arrival into Archerfield. Shortly after, the pilot remembered changing from the auxiliary fuel tanks back to the main fuel tanks and using the fuel quantity gauges to confirm tank selection. The pilot calculated that 11 minutes of fuel remained in the auxiliary tanks (with an estimated 177 L in each main tank). Around eight minutes after commencing descent and 28 NM (52 km) south of Archerfield (at 0552), the pilot observed the right ‘low fuel flow’ warning light (or ‘low fuel pressure’) illuminate on the annunciator panel. This was followed soon after by a slight reduction in noise from the right engine. As the aircraft descended through approximately 4,700 ft, the ADS-B data showed a moderate deceleration with a gradual deviation right of track. While the power loss produced a minor yaw to the right, the pilot recalled that only a small amount of rudder input was required to counter the adverse yaw once the autopilot was disconnected. Without any sign of rough running or engine surging, they advised that had they not seen the annunciator light, they would not have thought there was a problem. Over the next few minutes, the pilot attempted to troubleshoot and diagnose the problem with the right engine. Immediately following power loss, the pilot reported they:
• switched on both emergency fuel boost pumps
• advanced both mixture levers to RICH
• cycled the throttle to full throttle and then returned it to its previous setting without fully closing the throttle
• moved the right fuel selector from main tank to auxiliary
• disconnected the autopilot and retrimmed the aircraft. This did not alter the abnormal operation of the right engine, and the pilot conducted the engine roughness checklist from the aircraft pilot’s operating handbook noting the following:
• oil temperature, oil pressure, and cylinder head temperature indicated normally
• manifold absolute pressure (MAP) had decreased from 31 in Hg to 27 inHg
• exhaust gas temperature (EGT) indicated in the green range
• fuel flow indicated zero.
With no indication of mechanical failure, the pilot advised they could not rule out the possibility of fuel contamination and chose not to reselect the main tank for the remainder of the flight. After considering the aircraft’s performance, handling characteristics and engine instrument indications, the pilot assessed that the right engine, while not able to generate normal power, was still producing some power and that this would assist in reaching Archerfield. Based on the partial power loss diagnosis, the pilot decided not to shut down and secure the engine which would have included feathering the propeller. At 0556, at about 20 NM south of Archerfield at approximately 3,300 ft, the pilot advised air traffic control (ATC) that they had experienced an engine malfunction and requested to maintain altitude. With maximum power being set on the fully operating left engine, the aircraft was unable to maintain height and was descending at about 100 ft/min. Even though the aircraft was unable to maintain height, the pilot calculated that the aircraft should have been able to make it to Archerfield and did not declare an emergency at that time. At 0602, about 12 minutes after the power loss on the right engine, the left engine began to run rough and the pilot observed the left low fuel flow warning light illuminate on the annunciator panel. This was followed by severe rough running and surging from the left engine which produced a series of pronounced yawing movements. The pilot did not run through the checklist a second time for the left engine, reporting that they completed the remaining item on the checklist for the left engine by switching the left engine’s fuel supply to the auxiliary tank. The pilot once again elected not to change tank selections back to mains. With both engines malfunctioning and both propellers unfeathered, the rate of descent increased to about 1,500 ft/min. The pilot advised that following the second power loss, it was clear that the aircraft would not be able to make it to Archerfield and their attention shifted from troubleshooting and performance management to finding somewhere to conduct a forced landing. ADS-B data showed the aircraft was at about 1,600 ft when the left engine malfunctioned. The pilot stated that they aimed to stay above the minimum control speed, which for VH-HJE was 72 kt. The aircraft was manoeuvred during the brief search), during which time the ground speed fluctuated from 110 kt to a low of 75 kt. It was calculated that in the prevailing wind, this would have provided an approximate indicated airspeed of 71 kt; equal to the aircraft’s clean configuration stall speed. The pilot declared an emergency and advised ATC that they were unable to make Archerfield Airport and would be conducting an off-airport forced landing. With very limited suitable landing areas available, the pilot elected to leave the flaps and gear retracted to minimize drag to ensure they would be able to make the selected landing area. At about 0605, the aircraft touched down in a rail corridor beside the railway line, and the aircraft’s left wing struck a wire fence. The aircraft hit several trees, sustaining substantial damage to the fuselage and wings. The pilot received only minor injuries in the accident and was able to exit through the rear door of the aircraft.

The air tanker, callsign Bomber 139, departed from Busselton Airport, Western Australia (WA) on a firefighting task to Fitzgerald River National Park, WA. There were 2 pilots on board, the aircraft captain in the left seat as the pilot flying and a copilot in the right seat as the pilot monitoring. At about 1614, during the go-around from a second partial retardant drop, the aircraft impacted a ridgeline at an elevation of about 222 ft and subsequently crashed, bursting into flames. The pilots suffered minor injuries and the aircraft was destroyed by a post crash fire.

On the afternoon of 3 October 2022, a Pilatus Britten-Norman Islander BN2A-21, registered VHWQA and operated by Torres Strait Air, was conducting a non-scheduled passenger air transport flight from Saibai Island Airport, Queensland (QLD) to Horn Island Airport, QLD. There was 1 pilot and 6 passengers (students) on board. About 19 km NE of Moa Island both engines began to surge. The pilot diverted towards Kubin Airport on Moa Island. As the aircraft passed to the south of the township of Saint Pauls, the pilot determined there was insufficient altitude remaining to reach the airport. As a result, the pilot conducted a forced landing on a road 7 km ENE of Kubin Airport. There were no reported injuries to the pilot or the passengers. The aircraft was substantially damaged.

On 11 March 2020, a Cessna 404 aircraft, registered VH-OZO, was being operated by Air Connect Australia to conduct a passenger charter flight from Cairns to Lockhart River, Queensland. On board were the pilot and 4 passengers, and the flight was being conducted under the instrument flight rules (IFR). Consistent with the forecast, there were areas of cloud and rain that significantly reduced visibility at Lockhart River Airport. On descent, the pilot obtained the latest weather information from the airport’s automated weather information system (AWIS) and soon after commenced an area navigation (RNAV) global satellite system (GNSS) instrument approach to runway 30. The pilot conducted the first approach consistent with the recommended (3°) constant descent profile, and the aircraft kept descending through the minimum descent altitude (MDA) of 730 ft and passed the missed approach point (MAPt). At about 400 ft, the pilot commenced a missed approach. After conducting the missed approach, the pilot immediately commenced a second RNAV GNSS approach to runway 30. During this approach, the pilot commenced descent from 3,500 ft about 2.7 NM prior to the intermediate fix (or 12.7 NM prior to the MAPt). The descent was flown at about a normal 3° flight path, although about 1,000 ft below the recommended descent profile. While continuing on this descent profile, the aircraft descended below the MDA. It then kept descending until it collided with terrain 6.4 km (3.5 NM) short of the runway. The pilot and 4 passengers were fatally injured, and the aircraft was destroyed.