Aeroplanes

3rd September:   
Vans RV-6A:    G-RVSH?:   Truro Airport, Cornwall
The aircraft overturned on landing resulting in the death of the pilot who was the sole occupant.  (Source: ASN)

22nd August:

Spitfire Mk 26B:    G-CLHJ: Nr Enstone, Oxon

AAIB Synopsis:
During a test flight towards obtaining a Permit to Fly, control of the aircraft was lost. The flight was testing the effects of leading edge stall strips as part of the Light Aircraft Association (LAA) approved test programme. The pilot was fatally injured when the aircraft struck the ground.

The aircraft was found to have been built with a misaligned fin and rudder. This misalignment made a wing drop at the stall more likely, but it did not prevent or restrict the ability of the pilot to recover from the stall nor any subsequent spin or spiral dive that might develop. Although the pilot’s medical history indicated the possibility of an incapacitation this could not be confirmed or dismissed by the pathologist. The possibility of a control restriction preventing recovery could also not be excluded due to the extensive fire damage to the aircraft.

The LAA took action to alert owners regarding the possibility of a fin and rudder misalignment by issuing a Mandatory Technical Directive (MTD) applicable to all Spitfire Mk 26 and Mk 26B aircraft.

The 68 year old private pilot had 1,164 hrs with 26 on Type.  (AAIB Bulletin 7/2024)

21st August:
Piper PA-28-180:  G-AYUH: Nr Stanley Hall, Halstead Hall, Essex

AAIB Synopsis:
Whilst approaching Earls Colne Airfield, (having flown from it’s base at Old Buckenham, Norfolk) the pilot of G-AYUH encountered weather that was not compatible with flight under VFR. The airfield was in fog, but this was not relayed to the pilot when he requested airfield details. Following an attempted track reversal manoeuvre and climb, the aircraft departed from controlled flight and struck trees and terrain, fatally injuring the pilot.

Safety action has been taken by the Civil Aviation Authority (CAA) and the operator of Earls Colne Airfield. The CAA Published a Safety Notice and a Supplementary Amendment to CAP 452 to highlight those occasions when radio operators should provide pilots with
additional information for the purpose of alerting them to hazards and avoiding immediate danger. The airfield operator introduced additional processes to provide guidance to radio operators on reporting of weather conditions at the airfield to pilots. The 72 year old pilot had flown 407 hrs mostly on PA28s.  (AAIB Bulletin 8/2024).

26 July:
Aeropro Eurofox 912(S):  G-CIEF:    Nr Darlton Glider Site, Notts.
The aircraft crashed in a cornfield during the approach when returning to the airfield causing the death of the pilot the sole occupant. (Source ASN).

17th July:

Cessna 210M:  G-TOTN:    Bradda Head, nr Port Erin, Isle of Man
AAIB Report:  At 11.31 hrs on 17 July 2023, the pilot took off in G-TOTN from Ronaldsway Airport, Isle of Man. The aircraft was later observed to enter a turn to the left before the wings levelled and the aircraft descended to strike the cliff at Bradda Head. The pilot did not survive. The investigation found no evidence of any technical faults that would have prevented the pilot from manoeuvring to avoid the cliff, and it is likely that the accident was a deliberate act. The pilot had been suffering from difficulties with sleep for a number of months and with anxiety in the weeks preceding the flight.  During the flight the pilot had made several phone calls to a family member which indicated that he did not intend to return from the flight .
Medical:  The pilot had been suffering from difficulties first with sleeping and then with anxiety in the lead up to the flight. He had been seen by his GP who had prescribed drugs to try and alleviate the symptoms.  He had not declared either his difficulties or his prescribed drugs to his Aeromedical Examiner (AME) who had last renewed his Class 2 flying medical in January 2023.  As the AME was not the pilot’s GP there was no entitlement to see the full medical records. Instead, pilots are required to disclose any injury, illness or prescription that might affect their fitness to fly to their AME, who can then decide on the continued validity of the medical certificate. Had the AME been informed of the diagnosis and prescriptions given to the pilot, the medical certificate would have been suspended.: The 64 year old pilot had flown about 2,000hrs with approx. 1,600 on type.  (AAIB Bulletin 1/2004).

6th July:
Piper PA-23 Aztec E: G-BKJW: Nr Bagby, Hambleton, North Yorkshire
The aircraft en-route from Dowth Hall strip crashed on the approach to Bagby aerodrome killing the sole occupant pilot. (Source: ASN & media).

Microlights
4th June:
EV-97 Eurostar: G-IFLE:  Otherton Airfield, Penkridge, Staffs
Both occupants died at the scene when the microlight crashed and was destroyed by fire.  (Source: ASN).

Hot Air Balloons

25th June: 

Amateur Built DB-6R Balloon:  G-CMFS:   Ombersley Court, Worces.

AAIB Synopsis:
The pilot was taking part in a balloon competition. One part of the competition involved dropping a marker as close as possible to a target location. The accident occurred whilst the balloon was climbing rapidly away from this target. The balloon envelope collapsed, and the basket descended to the ground, fatally injuring the pilot.

The investigation found the balloon was likely to have suffered a parachute stall. The balloon design, the weather conditions, and the rapid climb are all likely to have contributed to the accident.

Three Safety Recommendations are made to the British Ballooning and Airship Club (BBAC) to: develop an effective reporting culture within the ballooning community; issue guidance on the prevention and recovery from unsafe conditions such as parachute stalls; and issue guidance regarding jettisoning of fuel tanks during an emergency.

Two Safety Recommendations are made to the CAA to: publish guidance on the design, testing and inspection of amateur balloons insofar as these activities relate to unsafe conditions such as parachute stalls; and publish guidance related to the oversight of competition balloon flying.

The 25 year old commercial pilot had 569 hours with 33 on type.  (AAIB Bulletin 7/2024).

Gliders

9th September:
Schempp-Hirth Discus-2b: G-TOOB:  Huesca-Santa Cilia Airfield, Aragon, Spain
Following a local flight the glider landed heavily, overshot the runway and collided with a tree.  The 75 year old British pilot who had been gliding at the site in the foothills of the Pyrenees for over 20 years since 1999 was injured and alive for over 40 minutes before suffering a cardiac arrest and was pronounced dead at the scene. (ASN & media).

17th August:
Schempp–Hirth Ventus 2cT: G-KADS: Nr. Melton Mowbray, Leicestershire
The glider took off from Husbands Bosworth airfield to take part in a Regional Gliding competition.  Nr Melton Mowbray it collided with a competing  Lange EL Antares G-CLXG, which reportedly sliced the tail off the Ventus which crashed killing the pilot.  The Antares landed safely in a field with a winglet missing.  (Source: ASN and media).

16th August:
Schleicher ASW24:     G-CHBB:   Dunstable Airfield, Beds

AAIB Synopsis
The accident occurred during an aerotow launch from Dunstable Airfield. Eyewitnesses reported that, at an early stage in the launch, the glider’s vertical positioning behind the tug was unstable. While the pilot appeared to regain some control over the instability, shortly after the towing aircraft lifted off, witnesses noticed the tow rope had become detached from the glider, which was below 50 ft agl at the time. Despite the lack of traction from the towing aircraft, the glider continued to climb to between 50 and 100 ft agl before it entered a steep left turn with low and reducing airspeed. Shortly after entering the turn the glider yawed left and autorotated into an incipient spin before striking the ground nose first. Witnesses on the airfield arrived at the glider within 80 seconds of the accident but nothing could be done to save the pilot who had suffered fatal injuries during the accident sequence.
The investigation did not identify any mechanical issues with the tow release or other defects which could have led to an uncommanded release of the tow cable or adversely affected the controllability of the glider.
The investigation could not conclusively determine why or how the tow rope came to be released from the glider at an early stage in the takeoff. With the glider no longer connected to the towing aircraft, the accident pilot found himself in a challenging position, possibly suffering from the negative performance shaping effects of startle and/or surprise. With little height or speed available to him he needed to quickly decide on an appropriate course of action. That he decided to turnback toward the airfield indicates he did not consider landing ahead was a viable option. Tragically, at the height and speed he found himself, turning back proved unachievable. This accident serves to highlight how challenging it is to make effective decisions when something goes wrong unexpectedly at a critical stage of flight. While pilots may verbalise their intentions as part of an eventualities brief, being able to enact the plan when startled, surprised and under extreme pressure, is not necessarily assured.

The 47 year old pilot had 131 hours with 26 on type (AAIB Bulletin 7/2024} 

 



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