Crashed at Tennant Creek killing Captain Kenneth Rowlands plus four crew plus a boy passenger.
The following is extracted from "Aviation Safety Digest" No 51 of July 1967:

"The aircraft was owned and operated by an aerial survey company, and at the time of the accident, was returning from a magnetometer survey flight in an area about 120 miles southeast of Tennant Creek. The aircraft had been carrying out survey flights from Tennant Creek for several weeks. Before departing on the morning of the accident, the captain of the aircraft submitted a flight plan which showed that the aircraft would he operating in the survey area for 200 minutes. The flight was to be carried out below 5,000 feet and the aircraft's endurance was 400 minutes. The flight plan nominated a SARTIME of 0300 hours G.M.T., 1230 hours local time. For survey flights of this nature, the usual complement of the aircraft was pilot-in-command, survey navigator and magnetometer operator, but on this particular flight, three additional persons were being carried. A second pilot, who had recently been endorsed on the aircraft, was observing the operation to gain experience in survey work, a Doppler equipment technician was travelling on the aircraft to check the operation of the equipment in the air, and an eleven year old boy was being carried as a passenger at the invitation of the pilot-in-command. After a daily inspection had been completed, the aircraft departed from Tennant Creek at 0630 hours local time and reached the survey area an hour later. The aircraft commenced survey operations, but at 0750 hours the Doppler equipment became unserviceable, and at 0800 hours, after light rain had been encountered the survey work had to be abandoned. Ten minutes later, the aircraft advised Tennant Creek that it was returning and that its estimated time of arrival was 0910 hours. At 0907 hours, the aircraft reported 10 miles south of Tennant Creek and the aerodrome weather was passed to the aircraft. At 0914 hours, the aircraft reported that it was in the circuit area and requested the present wind velocity. The Flight Service Officer advised the aircraft that the wind was 070 degrees at 14 knots, and the aircraft acknowledged the transmission. The aircraft did not call again and although the Flight Service Officer knew it had not landed, he also knew that on several previous occasions when the aircraft had returned with unserviceable equipment, the crew had carried out lengthy equipment checks before landing. At 0952 hours however, the aerodrome refuelling agent walked into the Flight Service Office and asked what had become of the Hudson, mentioning that he had seen it in the circuit more than half an hour before with the undercarriage down. The refuelling agent said the aircraft had been to the north of the airport, heading west with the undercarriage lowered, as though on a downwind leg for a landing on runway 07. The aircraft's SARTIME was not due to expire for more than two and a half hours, but the Flight Service Officer, disturbed at the refuelling agent's information, immediately began calling the aircraft and when it failed to reply, declared the Uncertainty Phase. Further attempts were then made to contact the aircraft from both Tennant Creek and adjacent Flight Service Units, but without success. At 1014 hours, the Alert Phase was declared and attempts were made to obtain aircraft sighting reports from the surrounding area. The airport area was checked from the ground and the pilot of a Cessna aircraft based at Tennant Creek, was requested to carry out an aerial search of the surrounding area. At 1043 hours, the Distress Phase was introduced. Some ten minutes later, the pilot of the Cessna sighted the wreckage of the Hudson two miles west of the threshold of runway 07."
Those on board the aircraft were:
Kenneth Rowlands (Captain)
Robert Rowston (Co-pilot)
David von Ploennies (Navigator)
Leslie Sheffield (Electronics Engineer)
James Moles (Technician)
Marvyn Matthews (11 years, Passenger)

There is a persistent story that Hudson VH-AGE was engaged by DCA to take aerial photographs of the crash site of Viscount VH-RMI near Winton, Qld. in September 1966. Macarthur Job, who was involved in the investigation of the Viscount crash as well as the subsequent investigation of the crash of Hudson VH-AGE, has no knowledge of this. Certainly, no such photographs feature in the report into the Viscount crash. Furthermore, he is adamant that such photographs would not have been required anyway, as the Viscount wreckage was confined to a surprisingly small area, despite the fact that it had broken up in flight. In all probability, what happened was exactly as recalled in June 2006 by Trevor Sheffield whose father Les had rung the family home on the night of 22 September 1966 to advise that he was not on the Viscount as had been previously planned and that "they had flown over the site of the crash and photographed it". It is surmised that the normal operations of VH-AGE from its Tennant Creek base had taken it close enough to Winton such that an unofficial diversion was feasible. In all probability, VH-AGE would not have been fitted with a survey camera, as it was engaged in aeromagnetic work at the time. Therefore, any photos that were taken would have been taken with personal cameras belonging to the crew or at best with the 35mm tracking camera used in conjunction with aeromagnetic work. In either case, it is reasonable to assume that such photos, being unofficial in nature, would have perished with the Hudson two days later. As aeromagnetic work is usually conducted at lower altitudes, the over-flying Hudson would have been conspicuous to anyone at the Viscount crash site and any one of these persons could have been the source of the persistent story that the Hudson had "surveyed" the Viscount crash site. Ironically, Harold Bagot, an Adastra employee, was amongst the passengers on Viscount VH-RMI.

UPDATE February 2009:

Ian Leslie advises that he went to Winton with the Viscount VH-RMI investigation team arriving there on 23 September 1966, the day after the accident. He was to have led the operations group but the next day he was despatched to Tennant Creek to lead the investigation of the VH-AGE accident. He confirms that Hudson VH-AGE had not been engaged by DCA to photograph the Viscount crash site.

Wal Bowles, who had earlier flown Hudsons with Adastra, was an Inspector of Air Safety with the NSW Region of DCA at the time VH-AGE crashed. He recalls: "From memory, AGE was the first aircraft accident I was called upon to help investigate and, being an aircraft with which I had been familiar, it was being thrown in at the deep end for me in the aircraft accident investigation scene, however I did learn much from Ian Leslie, who was probably the most experienced aircraft accident investigator at the time." Wal also has no knowledge of VH-AGE having been used to photograph the Viscount crash site so it would appear that this story has finally been laid to rest.