Background
A group of football club members planned to travel to Launceston via light aircraft. Three aircraft were hired from an operator at Moorabbin Airport: a Piper PA-23 (VH-PAC), a Piper PA-31-310 (VH-NOS), and a Piper PA-31-350 (VH-WGI). The organizing pilot, who also worked as an instructor for the operator, was to fly VH-WGI. On 17 September 1993, the pilot performed pre-flight inspections, obtained weather forecasts, and submitted flight plans for all three aircraft. The flight plan for VH-WGI specified a cruise altitude of 9,000 ft, a track via Wonthaggi and Bass to Launceston, a total flight time of 90 minutes, and endurance of 155 minutes. No alternate aerodrome was nominated. The estimated time of departure was 1730 local.
Flight and Communication
VH-WGI departed Moorabbin at 1817 and climbed to 9,000 ft. The pilot missed the required position report at Wonthaggi at 1832, and Melbourne ATC unsuccessfully attempted to contact him. The radar controller noted the aircraft deviating left of track but could not establish communication. At 1858, the pilot re-established contact, stating he had experienced a radio problem. The heading was corrected to regain track.
At 1927, the pilot contacted Launceston Tower and was cleared for a DME arrival along the 325 radial of the Launceston VOR. The ATIS reported 2 octas of cloud at 800 ft, QNH 1,012 hPa, wind 320° at 5–10 kts, temperature +10°C, and runway 32 in use. At 1930, the ADC advised the pilot that the cloud was clear of the inbound track but that lower cloud was forming north of the field, possibly on track. The ADC informed the pilot that if not visual by the VOR, he should perform an ILS approach via the Nile locator beacon.
Approach and Accident
At 1933, the meteorological observer reported 7 octas of cloud at about 800 ft based on a searchlight check. At 1935:52, the pilot reported at 12 DME and 3,300 ft. The ADC advised deteriorating conditions, with probably 4 octas at 800 ft. The ADC instructed the pilot to make a missed approach if not visual by the VOR, track to Nile, and climb to 3,000 ft. At 1939:45, the pilot reported at 1,450 ft and 2–3 DME, still in IMC.
At 1940:56, the pilot stated he was overhead the field but not visual and was going around. At 1941:07, he reported the field in sight and at 1941:16, positioned above final approach for runway 32. At 1941:31, he reported opposite the tower and was cleared for a visual approach or missed approach to Nile. The pilot chose the visual approach. At 1941:48, he acknowledged. No further communications were received.
Witnesses observed the aircraft emerge from cloud over the aerodrome at 500–800 ft, track southeast, then turn left to a north-westerly path northeast of the main runway. It initiated a left turn onto a close downwind leg for runway 32, descending during the turn. During the base turn at 300–500 ft, the aircraft briefly entered cloud. Engine noise was loud. On late left base leg, the aircraft was in a steep left bank (about 60°) at approximately 200 ft. It descended rapidly, struck a powerline with the right wing about 28 ft AGL, causing an airport power failure at 1943:02. Simultaneously, the left wing struck bushes. The aircraft then struck the ground and slid to a stop. A fire broke out and was quickly extinguished by airport fire services.
Aftermath
Six occupants received fatal injuries; the others, including the pilot, were seriously injured.