883

VH-IDB at Moorabbin while with Super Spread.
Photo: Unknown photographer © 24 October 1965

Aviation Heritage Museum of Western Australia Archives (P022712)

VH-IDB at Hamilton - YHML, Victoria.
Photo: Geoff Goodall © February 1967
Photo: Photavia © 1960's - via Richard Goring Collection - Aird Archives
VH-IDB at Moorabbin - YMMB, with newer style titles.
Photo: Unknown photographer © 11 April 1971

Aviation Heritage Museum of Western Australia Archives (P022798)

VH-IDB at Parafield - YPPF.
PhotoBob Wiseman © c. 1971 - Lance Higgerson Collection
Photo: Joe Barr © c.1971
VH-IDB at Parafield - YPPF, South Australia.
Photo: Robert Wiseman © c.1972-73 - via Lance Higgerson
VH-IDB at Moorabbin - YMMB, Victoria.
P1236-0007 : de Havilland Canada DHC-2 Beaver -  ain 883 -
VH-IDB - 18 May 74 at Moorabbin, Vic. - operated Super Spread Aviation.

(© John Hopton)

VH-IDB a few year later.
Photo:Unknown photographer © May 1980 - Aird Archives
VH-IDB looking freshly painted.
Photo: Warwick Bigsworth ©- via Lenn Bayliss
VH-IDB at Bankstown with sister VH-IDI (1535).
Photo: John Land © Date unknown - via Lance Higgerson
VH-IDB at Moorabbin - YMMB, Victoria.
Photo: Geoff Goodall © December 1989
Photo: Unknown photographer © Aird Archives
Photos: Above and below - Lenn Bayliss Collection.
VH-IDB at Moorabbin Airport, Victoria in 1992.
Photo: John Kerr © 1992
VH-IDB at Vernon, British Columbia...end of the line perhaps?
Photos: Neil Aird © 13 May 2001

883

F-LAAJ • XW-TAW • F-OBXS • VH-IDB

(N62657)

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F-LAAJ Compagnie Laotienne de Commerce et de Transports – Laos Government. Delivered 27-Feb-1956. Regd 30-Nov-1956.

F-LAAJ Regd 01-Dec-1958 to Colin Roger;

F-LAAJ Aigle Azur International Indochine. Regd 29-Apr-1959. Canx 18-Jul-1960.

• F-LAAJ Societe Aigle Azur Extreme Orient. Regd 24-Mar-1960.

XW-TAW Royal Air Laos. Regd 18-Jul-1960.

F-OBXS Societe Compagnie Aigle Azur, Vientiane. Circa Dec-1960.

F-OBXS Societe Compagnie Aigle Azur International, Tahiti. Regd 10-Dec-1960. Canx 03-Oct-1963.

VH-IDB Superspread Aviation (Aust) Pty., Ltd., Moorabin, VIC. Australia. Regd 19-Dec-1963.

VH-IDB Leafair Pty Ltd, Cheltenham, VIC.dba  Superspread Aviation (Australia). Based at Moorabin. Regd 01-Jul-1978.

Accident 8ml East of Yea, Victoria. 16-Mar-1995. The pilot reported that the flight departed from an agricultural strip located in a valley surrounded by hills. The aircraft carried a full load of superphosphate to be spread on a property approximately one mile from the strip. The pilot had previously surveyed the property and the flight path. He had selected a route that took him up through a valley between hills and then over a low ridge to the property. After take off the pilot set climb power and selected climb flap in order to follow his predetermined route to the property. The pilot advised that as the aircraft flew towards the low ridge it appeared to be descending rather than climbing. He elected to carry out a partial dump and to apply extra flap to clear a clump of trees. The speed deteriorated to 60 knots from the initial climb speed of 70 knots. The pilot did not increase power. Some 300 metres later another partial dump was carried out to clear another tree. As that tree was cleared the pilot again initiated a partial dump and turned to the right in an endeavour to escape from a rapidly deteriorating situation. Immediately the turn was initiated the right wing dropped and the aircraft stalled, impacting the ground onto the right wing and cartwheeled to a stop some 50 metres from the initial impact. The company chief pilot examined the accident site and advised that the flight path through the valley was in a classic false horizon situation whereby the surrounding hills caused the pilot to consider that the flight path was over flat terrain whilst in reality the terrain was rising approximately 5 degrees up to the ridge. The chief pilot also advised that the aircraft would not have been able to outclimb the terrain at high gross weight with only cruise power set. Examination of the wreckage did not disclose any pre-impact factors that may have contributed to the accident. Weather and pilot workload were not considered to be factors in this accident. The pilot had flown approximately 1,200 hours on agricultural operations and 244 hours on the type. His loss of situational awareness could be due in part to his relatively low experience. Significant factors. The following factors were considered relevant to the development of the accident. (1) At high weight, and with climb power applied, the pilot flew the aircraft on an inappropriate flight path into rising terrain. (2) The pilot did not take appropriate remedial actions when the aircraft could not outclimb the terrain and the aircraft speed deteriorated. (3) The pilot lost control of the aircraft while attempting a turn at low speed.

VH-IDB Canx 19-Dec-1995 on export to USA

Note: Rear fuselage stored at Vernon, BC. and wings used in rebuild of other Beavers.

N62657 Mark L Schmokel (Fleming Aircraft Sales), Dakota, MN. Regd 24-Apr-1996. Canx 20-Jun-2006. Removed from register 28-Jul-2011. Shown on FAA records as “Expired dealer”.

Remains possibly stored

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