Fatal Accidents (2)

Occurrences (72)

Engine Failures (4)
Hard Landings with Damage (8)
Maintenance Reports (11)
Airprox Reports (16)
Thunderstorm Damage in or near CB (1).  BE200 approaching Milan.
Smoke/Fire (2)
Runway Incursions (3)
Runway Excursions (10)
Landing Without Clearance (1)
Tyre Failure (1), gear collapse (2)
Flap Failure (2)
Loud False Warnings from Sky Echo (2)
Radio/Com Failure (3)
Electrical Failure (3).  In one case in a PA28 the alternator warning light did not illuminate (common fault).  Not known if LO VOLT light was fitted.
IFR Level Bust (3).

Infringements (111)

Cases where a systemic corrective action would be helpful are marked S.  16 of these infringements involved Farnborough CTR or CTA S.  Contributory factors included:

  1. Altimeter setting errors (4) S.
  2. Altitude keeping in turbulence (6)
  3. Avoiding cloud beneath (2).From around 0900 and on, cloud tops usually rise as the day progresses.. Flights that started comfortably on top of cloud are likely to encounter cloud an hour or so later and further climb may not be an option.
  4. IFR departures and flights planned IFR inside CAS (4) S. These occur every month and suggest a lack of proper coordination.  Two of these cases seem worthy of further examination. A further 5 reports suggest some lack of coordination.
  5. Calling London FIS (6) S. There may sometimes be a benefit in contacting the FIR, perhaps to activate a flight plan or obtain an IFR joining clearance but it would not seem to be when anywhere near controlled airspace.
  6. Lost or uncertain of lateral position (5).
  7. Confusing multiple bases of CAS or depiction thereof (12) S. One of many examples arising is the irregular quadrilateral south of Old Warden and north of Luton CTR clearly marked LTMA [A] 4500 but barely legibly CTA [D] 3500-4500
  8. Unfamiliar with new avionics (1).
  9. Take 2.Flying too close to CAS boundaries either vertically or laterally (6).
  10. Passenger distraction, passenger feeling ill (5).Flight over land on warm summer days is going to be bumpy. Flying technique may alleviate this slightly but flying close to the base of CAS will not. For example, if there are scattered clouds or the top of a haze layer at 4,000ft but the base of CAS is 2,500ft, flying at 2,400ft will not reduce turbulence at all, the passenger will still be sick and there’s a strong possibility of inadvertently infringing the base. It is essential to concentrate on flying the aircraft properly. It probably would be smoother above 6,000ft which is usually not possible.
  11. Obtaining ATZ or CTR clearance to enter too late. (6).
  12. Landing at wrong airfield (1).C208 jumpship positioning.
  13. .Avoiding traffic while departing a circuit then using DIRECT TO facility (1).
    Frequency congestion (4) S.A congested frequency is dysfunctional and hazardous.
  14. Not using the FMC when close to CAS.
  15. Call ready for base (1) S. This instruction can be confused with call L/R base and increases RT congestion. Extend downwind, continue downwind or orbit L/R may be better.
  16. Workload and distraction. One report in a simple aircraft cites turbulence, repetitive CO alarm, sick passenger, oil film on windscreen, no GPS, unusually high power for maintenance reasons, frequency and squawk changes.
  17. Not using Sky Demon or other moving map for training or test purposes (7).
  18. Wrong frequency selected (2).
  19. Transponder over reading (4).S
  20. MAN LLR (1).
  21. Sky Echo Failure which requires resetting the Sky Demon moving map, an unreasonable workload for a single pilot in congested airspace (3) S.
  22. Low overflight of gliding sites (3).
  23. Lack of pre-departure self-briefing. After departure I will climb straight ahead heading ddd° to (point/altitude) then turn L/R onto (heading) and level off at xxxx feet.
  24. Lack of planning for a short flight (2)
  25. Having established contact with Stansted a foreign pilot thought this implied clearance to cross the zone iaw the VFR flight plan.