Consistent with an attempt to avoid cloud, a Cirrus SR20 reversed course at low altitude along a valley, before flying into densely forested terrain in Budawang National Park, on the NSW south coast, an ATSB investigation report details.
The accident, which destroyed the aircraft and fatally injured the pilot, occurred about 3 and a half hours into a private Visual Flight Rules (VFR) flight from Bankstown Airport, on the afternoon of 18 September 2025.
After taking off from Bankstown, the pilot had tracked south-west towards the Snowy Mountains, where they flew around Mount Kosciuszko, before flying to overhead Mallacoota Airport, Victoria, then turning back towards the north for a return to Bankstown.
After passing overhead Mallacoota, and with low cloud in the area ahead, recorded data indicated the pilot began to be presented with warnings about a high engine cylinder head temperature in cylinder 4.
“Perhaps because of this warning, or the low cloud ahead, or both, the pilot descended towards Moruya Airport, making a radio call that that they intended to land there,” ATSB Chief Commissioner Angus Mitchell explained.
There were no further radio calls from the pilot.
“Possibly influenced by the perceived presence of a completely clear area in the cloud layer ahead, instead of landing at Moruya the pilot pressed on, deviating from the initial planned track and toward higher terrain,” Mr Mitchell said.
“There was cloud over Moruya Airport and the pilot may have considered that maintaining visual flight throughout an approach and landing there might not have been feasible.”
The ATSB found that the cylinder head temperature warning was likely spurious, but would have presented an ongoing distraction.
“With limited prior experience in cross-country flights and facing deteriorating weather conditions, the pilot would have been less able to objectively weigh the cumulative hazards of continuing into adverse weather.”
Recorded data then showed the aircraft proceed into the mountainous area of the Great Dividing Range at an altitude between 2,000 and 2,700 ft. It then almost reversed course at low altitude along a valley, consistent with an attempt to avoid cloud.
“Once in the valley, it is likely the pilot was unable to find a way out while avoiding cloud,” Mr Mitchell said.
The ATSB found it was therefore likely the pilot inadvertently entered instrument meteorological conditions – which they were not trained or qualified to fly in – and became unable to regain visual references before the collision occurred.
Mr Mitchell said weather-related accidents are a persistent issue in general aviation.
“Investigations such as this highlight the importance of pilots always being prepared to make conservative decisions when operating under VFR,” Mr Mitchell said.
“As humans we are all prone to ‘get-there-itis': the pressure to push on to our planned destination.
“But pressing on – ‘scud running’ – in marginal weather in an attempt to maintain visual with the ground, carries with it a significant risk of flying into terrain, which, tragically, is almost never survivable.”
Mr Mitchell said that if visibility is reducing or the cloud base is lowering, pilots should strongly consider landing at the nearest suitable location rather than continuing into worsening conditions.
“Making an early decision to land, delay, or turn back can prevent a situation where safe flight cannot be maintained,” he said.
“And if VFR pilots do find themselves in marginal weather, they should seek whatever help is available, including contact with air traffic services, which has provided guidance in past occurrences, that has helped avert potential disaster.”
Read the final report: VFR into IMC and controlled flight into terrain involving Cirrus SR20, VH-TEL, 12 km east of Braidwood/Percheron aircraft landing area, New South Wales, on 18 September 2025