1969 Aero Commander 500S Crash at Warracknabeal Aerodrome (VH-EXT)

Accident Overview and Aircraft Details On 6 May 1969, at approximately 1935 hours EST, an Aero Commander 500S aircraft, registered VH-EXT, struck the ground and crashed two miles west of Warracknabeal Aerodrome in Victoria. The aircraft was owned and operated by Executive Air Services Pty. Ltd. of Melbourne and was engaged in a scheduled passenger commuter service between Essendon and Warracknabeal. The impact forces virtually destroyed the aircraft. ## Occupants and Injuries The aircraft carried a pilot and two passengers. The pilot, Allan James Walker, aged 28, and one passenger received minor injuries. The second passenger, the only other occupant, was seriously injured. ## Pilot Qualifications and Aircraft Condition The pilot held a current Commercial Pilot Licence endorsed for the Aero Commander type, along with a Class One Instrument Rating renewed after a flight test on 2 April 1969. His total flying experience was 5,427 hours, including 966 hours on Aero Commander aircraft, 335 hours of instrument flying, and 292 hours of night flying. The aircraft operated under a current certificate of airworthiness, with no evidence indicating it was other than in an airworthy condition. There was also no evidence that the gross weight or centre of gravity exceeded specified limits during the flight. ## Weather and Flight Sequence Weather at Warracknabeal was fine, with no cloud and a south-easterly wind of 10 to 15 knots. Night visibility was reported at 20 miles, but the night was very dark with virtually no visible horizon. The aircraft departed Essendon at 1836 hours under Instrument Flight Rules. The flight to Warracknabeal at 6,500 feet was uneventful, and the pilot began descent approximately 40 miles from the destination. He observed the town lights and aerodrome lighting before entering the circuit for a landing towards the east on runway 08. ## Approach and Go-Around During the downwind leg, the pilot turned onto base leg at an indicated altitude of 1,000 feet, which should have provided slightly more than 600 feet of terrain clearance. Unable to see the runway lights and unsure of his position, the pilot elected to conduct a go-around. He did not retract the undercarriage, which had been extended earlier, and continued the second circuit at 1,000 feet indicated altitude rather than climbing to establish 1,000 feet terrain clearance as normal procedure. The aircraft flew over the non-directional beacon, located approximately 300 yards north of the western end of the intended runway, before the pilot positioned the aircraft for the downwind leg of the circuit.