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Occurrences

Occurrence reports are available on a controlled basis and provided that your interest relates to flight safety it is likely that the CAA will authorise access for you. Contact CAASubscriptions@caa.co.uk

Here are some selected reports from the latest monthly listing. They are shown strictly for the purpose of maintaining or improving aviation safety and should not be used to attribute blame or liability.


Level bust and Infringement of the LTMA (Class A) by a BE90 climbing to 2900ft. Standard separation maintained.  

A BE90 was released from EGKB climbing to 2400ft to remain outside controlled airspace. The aircraft got airborne and entered controlled airspace briefly climbing to 2900ft. As the aircraft had not yet called us, the aircraft was "known" but un-identified and un-validated infringing controlled airspace. Having discussed the situation with colleagues some time later we agreed that I could be a requirement to take 3000ft and 3nm from the aircraft, as due to the level bust the intentions of the aircraft were not known. Having reviewed the radar recording no aircraft were in the vicinity to conflict.   

Birdstrike Event.


I was flying as the instructor. The weather conditions were good with the wind calm with Rwy 20 in operation. Just as we got airborne from the runway beyond the 'hump' (~200m along the runway) a Red Kite flew straight across the runway missing my propeller and striking the outer leading edge panel on the right wing causing a dent in the panel. I flew a circuit and landed immediately thereafter. The aircraft's EASA Part-M engineer was consulted who looked at the dent and was content for the aircraft to be returned to flight as there was no damage to the wing's internal structure. The airfield was searched for the remains of the bird and nothing could be found.   

Infringement of the Gatwick CTA (Class D) by an unknown aircraft showing as a secondary return. Aircraft identified as a C182. CAIT activated. Standard separation maintained.

I noticed a secondary CAIT activation in the Redhill ATZ area and therefore in the Gatwick CTA. The secondary return indicated it to be a C182 and when I noticed it, it was indicating 1900ft. I handed over the position at this point and noticed that their track was going to make them leave fairly quickly the lateral limits of the CTA. I then went to the GS airports desk and enquired with Redhill whether they had indeed just departed and what the aircraft type and destination was. This was stated to be a C182 and destination Oxford EGTK. It was at this point the controller said his airmanship was not very good both on the ground and in the air and he would not readback any instructions that were given even by the Redhill tower controller.   

Chipmunk commenced takeoff without clearance.


A chipmunk was issued a line up only clearance on RWY 24 due to landing traffic on runway 20. As I was observing the landing Aircraft a colleague noticed that the chipmunk had commenced its takeoff roll. I immediately transmitted to instruct the chipmunk to abort its takeoff which was successful and the aircraft came to stop short of RWY 20 and was instructed to backtrack RWY 24 and line up again.   

Collective trim release mechanism failed.  


Whilst in the hover the pilot’s collective trim release mechanism failed and the lever and retaining pin fell to the floor. The aircraft was landed and all items collected from the floor. The sortie was terminated and aircraft returned to dispersal. After shutting down, two further loose items were found held in place within the collective head. The defect was placed in the sector record page and the maintenance supervisors advised.   

Aircraft departed with smoke coming from engine then made emergency landing.


I observed smoke coming from the exhaust as the aircraft taxied from the run-up area for departure, then advised the pilot and asked if all was OK. He said everything was normal. The smoke then seemed to disappear as the aircraft taxied the full length of taxiway A. During the take-off run, smoke was again seen coming from the exhaust. I immediately advised the pilot, as did an aircraft holding an Alpha. But A/C did not respond and 'rotated'. I instructed him to land back on the runway (still with 900m remaining) but he did not reply and continued take-off. A/C then flew a very low left hand circuit and landed on runway 21, with the Aerodrome Fire Service in attendance. The aircraft's engine stopped before vacating the runway, and the AFS reported smoke coming from the cockpit as the pilot was assisted from the aircraft. Pilot warned to take more care in future and listen to RTF. Unlikely to prevent this type of incident in the future, owing to high GA proportion of airfield movements.   

MAYDAY declared and forced landing on a golf course due to rough running engine.

During a busy radar session, I received a telephone call from Barton informing me that they had an aircraft with a rough running engine to the south of Chorley at around 3,200'. They asked for clearance for the aircraft to climb towards the Barton overhead, and also if I could see the aircraft which was squawking ident. Due to the fine weather, there was a large number of aircraft observed between Barton and Chorley, squawking 7365 or 7000. One 7365 ident was observed although with no Mode C or Mode S data. I informed Barton that this aircraft, whilst not positively identified, was around 8nm to the north-west of Barton. I approved climb to not above 4,000' initially, and then placed a check on northbound departures out of Manchester. I informed both the PC North sector and the Manchester WM; meanwhile, FIN DIR passed non-standard missed approach instructions to our inbounds in order to keep them clear of the airspace to the north. Shortly afterwards, Barton telephoned again to inform me that the pilot had declared a MAYDAY and would be making a forced landing. I passed the details to D&D and also the Manchester WM. In a subsequent call, Barton informed me that they believed the aircraft had made a successful forced landing on a golf course near Bolton.   

Taxi error. Taxiway incursion.

Whilst working as the ADC controller, an aircraft transmitted "Golf Delta Tango there are stop bars here". No strip interaction with ** had occurred. *** was told to standby whilst other aircraft were dealt with. *** was observed at the Zulu Stopbar (which had been selected on 1 minute prior to this after **** had taxied inadvertently past A1 to G). It transpired that no clearance for circuits had been issued and no taxi clearance given. Aircraft subsequently taxied to Golf with no further incident and departed safely. There was no impact to other aircraft.

Supplementary 17/05/2017:

On the 16 May 2017, the pilot of a P28A registered *** inadvertently taxied the aircraft from its position at the ****** on the ALPHA taxiway. The aircraft was observed by the VCR Controller in a stationery position at the illuminated GOLF Blocking Stopbar (ZULU). Safety was not compromised. Feedback received from the pilot attributed the incident as being distracted by a nervous student. There was also an assumption that an ATC clearance from a previous flight detail written on the pilot’s knee board was an approved taxi clearance. The Jersey VCR Controller applied the required remedial action to rectify the situation. The aircraft departed runway 26 without further incident.


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