Incident Overview
On the morning of August 9, 1979, the aircraft was refueled to capacity and three 20-litre drums were filled with fuel and placed in the baggage compartment. The aircraft departed Essendon at 1335 hours loaded with freight, arriving at Cambridge at 1536 hours. After unloading, it departed at 1621 hours for Launceston, arriving at 1653 hours. Loaded again, it departed Launceston at 1720 hours bound for Flinders Island, landing several minutes after daylight ended at 1745 hours. The following day, the aircraft was loaded with freight and departed Flinders Island at 1329 hours bound for Essendon.
Observations During Flight
The take-off run was longer than usual for this type of aircraft, and the rate of climb appeared less than normal. The pilot filed an IFR flight plan indicating a cruise altitude of 4500 feet. At 1410 hours, he reported to Melbourne Flight Service Unit: "request traffic for a descent to proceed VFE we're getting 50 knot head wind here." After being advised there was no traffic information, the pilot reported leaving 4500 feet. At 1502 hours, he contacted Essendon Tower, reported approaching Channel 0 at 1500 feet, and requested expedited clearance. He was cleared to enter controlled airspace at 1500 feet tracking from Channel 0 to Essendon via Clifton Hill. At 1506 hours, he reported at Clifton Hill. At 1507:38 hours, he advised: "I'm sorry have a Mayday appear to have a fuel problem we'll have to land on a golf course." When asked which golf course, the pilot replied: "oh right where we are now." No further communications were received.
Witness Accounts and Crash Sequence
Witnesses in the Northcote area observed the aircraft initially on a north-westerly heading towards Essendon. It was descending, and the sound of the engines was not normal. After flying over the northern section of the Northcote Municipal Golf Course, the aircraft commenced a descending left turn. It passed over a power transmission line near the western boundary, then as the turn continued towards an easterly heading, it passed over the power line again at very low height. In strong tailwind conditions, the aircraft struck trees bordering a fairway while in a slightly left-wing-down, nose-down attitude. It struck the ground heavily just beyond the trees, and the main wreckage traveled 73 metres before coming to rest on the edge of a green in the south-eastern corner of the golf course.
Examination of Wreckage
Detailed examination of the wreckage revealed no evidence of any defect or malfunction that may have contributed to the accident. There was no significant fuel in the fuel systems of the two engines, and negligible fuel in undamaged fuel storage cells. There was no fire. The three 20-litre drums were located in the wreckage; all were damaged, and examination indicated they ruptured under hydraulic shock and were filled at the time of the accident.
Operational Irregularities
The pilot was in full-time employment as an airline captain with a major operator. He was also involved financially and managerially in Norfish Pty. Ltd., and both he and the company had financial difficulties at that time. The flight plan submitted before departure from Essendon on August 9 contained false names for both the pilot and the operator. Neither the pilot nor Norfish Pty. Ltd. held a Charter or Aerial Work Licence. The maximum specified take-off weight for the aircraft was 3357 kg for VFR operations and 3243 kg for IFR operations. Calculated gross weight when departing Essendon for Cambridge was 3775 kg; when departing Launceston for Flinders Island, 3746 kg; and when departing Flinders Island on the day of the accident, 4061 kg. Although fuel was available at Cambridge and Launceston, the aircraft was not refueled after departing Essendon. The total operating time from departure Essendon until the accident was consistent with the fuel endurance expected in the circumstances.
Probable Cause
The cause of the accident was that the aircraft was operated with insufficient fuel to safely complete the flight.