Recollection of Fletcher FU-24 Fatal Accident Armidale area circa 1957
 

In December 1956 I was a RAAF flying instructor at No 1 BFTS Uranquinty NSW flying Tiger Moths and Wirraways. About that time Air Farm Pty Ltd of Tamworth NSW advertised for part time crop duster pilots qualified on Tiger Moths to come to Tamworth for about three weeks at a time if available and do crop dusting; learn on the job. Same thing again in March and April 1957.

Several other RAAF pilots then went to Tamworth where we met Basil Brown the manager of Air Farm Pty Ltd. We simply took 2-3 weeks recreation leave from the RAAF at the time. We were already experienced on RAAF Tiger Moths so Basil Brown hired us over a several week period.

I really enjoyed the flying although living in a caravan was no fun. We flew long hours. I did 79 hours in 11 days operating from strips at Wollam, Walcha, and Jogla all near Armidale where density altitudes in that summer was 6000 ft or more.
My mentor for the first week was George Hite. George was a former RAAF Liberator pilot in WW2 and the nicest man you could ever meet. I also shared a caravan with a NZ pilot who could lap me every 30 minutes or so he was that good. His name was Bob Taylor and I had previously sold my RAAF fur lined flying boots to him for a couple of quid. In later years I heard he disappeared forever flying a crop duster Tiger Moth from a strip in the north part of NZ North Island. He took off and was never heard of again.

After my last tour with Air Farm which was in April 1957 and returned to instructing at Uranquinty, our CO Wing Commander Keith Bolitho DFC (he flew Catalina’s against the Japs during WW2) told us intrepid RAAF crop dusters to cease this work forthwith or we would face a Courts Martial. I was a Pilot Officer at the time.

Then Air Farm got their first Fletcher FU 24 I think and George Hite flew it. I heard he was killed in it soon after. I understand but un-verified, a rumour that he flew into a big ghost gum tree towards the end of a long day and it was thought he never saw it in the setting sun.

Browsing through my log book of that era, I wondered if any Pprune contributor could suggest where to find the results of the Court of Inquiry into that accident?

That would be an FU24 Fletcher accident you're looking for.

Apologies - my typo. FU24 it was.

Just received a private email with details as follows:

The accident was on 10 September 1957. Fletcher FU-24 VH-BOM. at Armidale, NSW. The pilot is listed as George Hite.

Shortly after take-off the aircraft commenced a left turn after which the engine noise was to rise. The aircraft descended dumping superphosphate and crashed into the side of a hill. The cause of the accident was not determined
............................................................ ..................

Hey Centaurus, you piqued my interest so I did some various googling and found out that an article on the accident was published in the DCA Aviation Safety Digest March 1960 (issue 20). No-one seems to have a digitised copy online but it would seem that there are some in the NLA? Anyone out there in PPRune land have a copy? Might be worth contacting the OP of this old thread:

http://www.pprune.org/australia-new-...y-digests.html

In 1973 I flew Fletchers for Peninsula Air Services, VH-EOF and EOG. They were configured for cargo, mainly Mutton Birds from the Bass Straight Islands carried in 44 gallon drums. I could never understand why they were used for Ag Flying, the rate of roll was very ordinary. They also had a bad habit of getting water in the tanks after rain. There was no cockpit floor, just a single bench seat perched on a beam. Both aircraft were subsequently converted for Ag work and if I remember correctly 'EOF' was destroyed shortly after in a fatal accident at Nhill. Weird aeroplane, with an aft C of G it was possible to disconnect the nose wheel steering which made life interesting. FU24A is how it appeared on my licence. I think I know what the 'FU' stood for.

Google is your friend, just looked up both regos' 'EOF' was destroyed at St Arnaud on 25/02/85 (pilot injured), 'EOG' was destroyed in NSW on 16/03/92 (pilot killed). So sadly, both written off with the loss of one pilot.
There is even a picture on the Internet of 'EOF' in that awful lime green and yellow colour scheme it had when I flew it. Still, 'flared trousers' were fashionable at the time as well.

Small World George,

In March 1970 I was asked to ferry EOG from JT to BK.
I was in no particular hurry, so away I went, with rather 'short' legs due to the fuel tank capacity....

36 Gals if I remember correctly at around 12 gph, meant that in a 'little' over 2 hours I was in need of the 'necessary'.

Interestingly, I did find that the beast cruised / wallowed at 87 kts if in turbulence, but it could be trimmed 'nose down' and got onto 'the step' and cruise at 100kts - until the next bit of turbulence. that is.....

The flight went well, and ole EOG did not 'miss a beat', despite sitting at JT for some considerable time.
I did insist on a 100 hourly before departure, and delivered the aircraft safely to 'Rex Aviation' at BK I think.....

It had been used for 'survey' work in the NW of WA as far as I am aware, but had nil in the way of any 'gear' fitted. It could have been used to re-supply remote camps etc.

I was 'amused' by the big inverted triangle on the side...."In case of crash check inside for other occupants", it was a fairly 'cavernous' interior.

It didn't mind leaving the ground at all....not much in the way of nose 'rotation' / pitch movement, just a 'small leap' with flap, almost 'horizontal' really.

You mentioned the rate of roll - I found a fair bit of rudder to be the most effective way of turning quickly. That big dihedral on the outer panels seemed to be made for the job.

It would have been more 'sporty' with a turbine.

Happy days.

Cheers :ok:

That would have been an interesting trip Griffo, at least you would have had the wind up your backside.
I was in Port Moresby the other week and had a PAC750 waddling around in front of me. Despite the Turbine, it still looks like a Fletcher and indeed, it seemed to levitate off the ground and go up like a lift. Odd looking flaps on the undercarriage legs, stone deflectors?

From the Boeing 737 Flight Crew Training Manual on unusual attitude recovery:
" Finally, if normal pitch control then roll control is ineffective careful rudder input in the direction of the desired roll may be required to induce a rolling maneuver. Only a small amount of rudder is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control. Because of low energy condition, pilots should exercise caution when applying rudder."

Sounds like trying to turn the Fletcher.. :E

Hi Mr C,

Turning the Fletcher was NOT a problem.....a 'bootfull' of rudder initially, and around she went....just watch the balance is all....

PM sent.....

Cheers:ok:

To: Ex FSO Griffo.
Thanks for your PM. I tried to reply but saw this message from Pprune:

1.Ex FSO GRIFFO has exceeded their stored private messages quota and cannot accept further messages until they clear some space.

Time for you to do a bit of "Ppruning" of your Inbox?
Cent.:ok:

Thanks for tip Magnum P1. I located ASD Issue 20 in the Civil Aviation Historical Society Museum at Essendon. The museum has all the Aviation Safety Digests. The report on the Fletcher accident was published at page 18.

It stated in part: "The pilot was familiar with the area at Armidale and commenced work at 0730 and the crash occurred at 1630. Up to this point the pilot had flown 73 separate sorties with rest breaks every to hours. The pilot had flown some 5700 hours and was the most experienced pilot in Australia on the FU24 type of aircraft.. on the last take off almost immediately after the left turn the noise increased and the aircraft was seen to be descending rapidly with superphosphate streaming from the hopper...The starboard wing struck a high tree, was torn off and the aircraft then rolled on its back and skidded along before coming to rest against another tree and a fence.

There is reliable evidence that at the time of the accident the gross weight of the aircraft was some 105 lbs in excess of the maximum permissible weight for the type. It was also evident that this pilot was in the habit of operating in an overload conditions and on many occasions the overload must have been considerably greater than in this instance. It has been reported that on numerous occasions this pilot had been forced to dump his load in order to avoid dangerous situations.

The pilot had frequently exceeded prescribed flight time limitations. In the seven days preceding this accident he had flown 37 hours and on this particular day he had been on duty for at least nine hours. Although the cause of this accident has not been firmly established it is evident the whole operation was being conducted with very small margins of safety.

In such circumstances, it requires one unexpected event or some slight miscalculation to put the aircraft where successful emergency measures must be taken if an accident is to be averted. Not always will the pilot's skill be equal to the occasion and the greater his exposure to these situations the greater his chances of failure.
There is every indication that this pilot had been allowing himself to go beyond reasonable limits all too frequently."
............................................................ .....................................

When I and the other RAAF pilots flew for this Tamworth company in Tiger Moths, we were expected to take 400 lbs of load in the hopper which replaced the front seat of the Tiger Moth. The C of G was almost certainly over the limit as it was SOP to set the elevator trim fully back for take off and we often needed to maintain full throttle to fly level flight in the high density altitude around the Armidale hills.

When you consider that while instructing on Tiger Moths the instructor wore a parachute and his weight plus parachute was probably around 200 lbs, it makes me wonder how we ever got airborne with over 400lbs in the hopper of the crop-duster Tiger Moth. Especially as we were always very nose heavy. Lastly, the report said the pilot had flown 37 hours in seven days which was beyond the permissible limit. When my log book showed I had flown 79 hours in 11 days on crop dusting sorties, I realise how lucky I was to get away with it without DCA finding out.

Fear not.

Quite permissible under the current regs.

:ok:

Long ago I endorsed Simpson Aviation CFI on FU24 VH-EOF using my N Z licence so
He could endorse me for my Aussie licence, lots of paper work. I then flew EOF Jandakot
to Bankstown.

I had the pleasure of watching an Airtractor spreading super near my place on Wednesday, talk about economy of effort, the loader could just keep up with the aircraft. "The strip" was down hill with power lines near the top, there was nil wind so the aircraft took off down hill and you lost sight of it about midway in the takeoff roll. Landing was the reverse. The gentlemen were from Field Air at Finley I believe.

Interesting 'Georgetw'.....

I would be interested in the date of that endorsement 'exercise'.....
If you would be so kind.....

Cheers :ok:

On checking the log book, I left Jandakot on 21 Jan 1970 for Bankstown.
So endorsement exercise would have been before then.
Did I brief you on flying the FU24 then?
Yours Georgetw

No, in the absence of having an endorsed pilot available, as the aircraft was 'single seat' in the front, the arrangement made by John Marshall (DCA) was that Harry S. (CFI) was to fly it for an hour or so, come back and tell me what it was like, then I would go and fly it 'for an hour or so', and on safe return, Harry signed the form.

I don't know who you 'endorsed', because Harry was the CFI and wasn't endorsed at the start of this exercise......

However, all was 'good' in the end, and I quite enjoyed the aeroplane.

Cheers:ok:

John Marshall, now there's a name I haven't seen for many a day. First met when he arrived in Adelaide after emigrating from his RAF Comet time. Employed by Ross Tilley in the embryonic Rossair days if memory serves.

I wonder if it was the same John Marshal (a real gentleman) that was a Perth based DCA RPT Examiner circa 1970. In those days DCA RPT Examiners were given continuation training in the DCA HS125 at Essendon and Avalon. This John Marshall (if indeed it was the DCA bloke) was in the left seat of the HS125 taking off from 26 at Essendon.
The "check captain" in the RH seat for want of a better word was Stu McDowell the chief pilot of the DCA Flying Unit. Stu could be excitable. During the take off roll the left seat pilots window came unlocked and came open. John Marshall immediately aborted the take off roll and safely stopped the aircraft.

Stu went right up him for aborting without his permission since he (Stu) was the "Commander"; a term he loved. I often wondered what words were exchanged but certainly John Marshal made an instantaneous decision and acted on it; based probably on his Comet RAF experience. A case of no time to waste waiting for the "Commander" to make up his mind.