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Occurrences

A selection of recent occurrences is shown strictly for the purpose of maintaining or improving aviation safety and should not be used to attribute blame or liability.

LH engine failed to restart during a practice in-flight shutdown.

Aircraft reports with LH engine failure to the south west. Full emergency actioned by tower ATCO with aircraft landing and vacates with no further issue. CAA Closure: Investigation Findings: As part of the training sortie, the instructor was conducting an in-flight engine shutdown and re-start, but the LH engine refused to start when the student and instructor had finished their training on one engine. The airport tower was informed by the instructor, who because of the nature of the approach and landing, declared a full emergency. Talking with the tower after the aircraft had landed safely, it is standard practice at this airport to declare a full emergency if an aircraft only has 50% power available. The aircraft had an uneventful landing and was taken directly to maintenance. Root Cause: Blocked primer nozzles on the engine. Remedial Action(s) Taken: It was agreed with maintenance that they would inspect the primer nozzles every 100 hours to make sure that there is not a repeat problem  

Frequency blocked.
 

Radar was split RAD1/2. I was the RAD2 ATCO and moderately busy with FIR traffic. A light aircraft was flying a sightseeing detail. About half way through the planned sortie the aircraft radio became intermittently stuck on transmit, with the conversations between the pilot and his female passenger being transmitted. On a break in the transmissions the pilot was advised of the situation. He stated he believed he had rectified the problem but the transmissions then continued with the radio stuck on transmit for several minutes. Inevitably this caused disruption to both ATC and other pilots. On ceasing the transmissions the pilot was instructed to leave the frequency immediately.

Aircraft landing head-on with another aircraft.

I was the Air-Ground Operator at the time. Gliding was also active. At 1416, a an aircraft called for a backtrack for departure. I passed 'No reported traffic to affect a backtrack ...'. The aircraft acknowledged and commenced the backtrack. Shortly after, an inbound aircraft reported shortly to join Downwind for the same runway and asked for circuit traffic, there was no reported circuit traffic at this time. At 1417 I noticed from the Tower an aircraft in the powered circuit turning final that I had no communications with. I immediately informed the aircraft on the runway of the traffic I had observed from the Tower. The backtracking aircraft tried to pull as far to the side of the Runway as possible and confirmed that he was visual with the negative comms traffic. I then issued a blind transmission to the aircraft on final informing the aircraft that the runway was occupied by a backtracking aircraft. I had no acknowledgement of this call. At 1418 the aircraft landed and ground rolled head on with the first aircraft now approximately mid-point of the runway. Both aircraft passed each other on the runway and the aircraft taxied to parking. After speaking with the Pilot, he had explained that he had two-way communications with myself in the Tower however this was incorrect. The departure ATC informed me that he had full communications with them on his departure.   

Aborted take off, Port tyre burst and undercarriage door appeared distorted.

Whilst doing a multi engine FIC test on a candidate. The examinee was demonstrating a normal Take off from the right hand seat. Prior to rotation the examiner (lhs) noted a power reduction Rearward throttle movement by the handling pilot. Examiner decided to abort the take off, Closed the throttles and applied braking. Aircraft left for the end of the runway and came to Rest 100 metres from the runway end. The port tyre had burst and the starboard door Undercarriage door appeared distorted. No other damage noted. (the student noted a power Reduction but was not conscious or aware he had throttled back).

Uncommanded control movement. 

On recovery from a Landing configuration stall; when the flaps were raised the student said that he could not control the aircraft. I took control and felt that there was some kind of restriction moving the Control column to centralise it from the left. Once steady, gently rolled the aircraft right and left and there was still some restriction on the left. We diverted back to the airfield and the restriction disappeared. The aircraft handled normally to a landing. While taxing to the engineers, when the flaps were retracted the Control column moved to the left. This could be overcome. NB: The Autopilot was US and the circuit
breaker pulled.  

Birdstrike with damage or system problems.
 
 
Whilst flying in close formation at low level over the airfield, a bird was seen briefly in front of the aircraft. It subsequently hit the front of the canopy and almost immediately significant vibrations were felt. The aircraft escaped from the formation and was climbed whilst positioning for finals. The power available appeared normal, the canopy was intact; but the vibrations continued throughout the approach to land and increased significantly as the aircraft slowed on the runway. The aircraft was shut down once clear of the runway due to the level of vibration. On inspection, it was clear that one propeller blade had de-laminated from the leading edge backwards and the remains of the bird were visible along the canopy, the tail-plane and the fin.


 


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