Country

Crash of a GippsAero GA8 Airvan in Umeå: 9 killed

Date & Time: Jul 14, 2019 at 1407 LT
Type of aircraft:
Operator:
Registration:
SE-MES
Flight Phase:
Survivors:
No
Schedule:
Umeå - Umeå
MSN:
GA8-TC320-12-178
YOM:
2012
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
8
Pax fatalities:
Other fatalities:
Total fatalities:
9
Circumstances:
The single engine airplane operated by Skydive Umeå departed Umeå Airport at 1333LT on a local skydiving mission. It climbed to an altitude of 13,000 feet in relative good weather conditions. While the skydivers attempted to jump, the pilot lost control of the airplane that nosed down and entered a dive. In a vertical position, the airplane spiraled to the ground and lost part of its right wing before crashing in a wooded area located on the Storsandskär Island, about 2 km southeast of Umeå Airport. The aircraft was totally destroyed upon impact and all nine occupants were killed. Five days after the accident, on July 19, EASA published an Emergency Airworthiness Directive indicating that the airplane suffered structural failure and that a wing may have detached from the aeroplane prior to the accident, but, at this time, the root cause of the accident cannot be confirmed. For these reasons, all operations of the GA8 Airvan have been prohibited from July 20 for 15 days.

Crash of a Gippsland GA-8 Airvan in Cayenne

Date & Time: Jan 6, 2014 at 1508 LT
Type of aircraft:
Registration:
F-ORPH
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Cayenne – Maripasoula
MSN:
GA8-04-050
YOM:
2004
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Immediately after take off, while climbing, the pilot encountered engine problem and was able to land right away. Several controls were made with a mechanic and it was decided to make a second test flight. Three minutes after take off, the engine lost power. The pilot was able to send a mayday message and attempted to make an emergency landing in the bush. On touchdown, the aircraft lost its undercarriage and the engine was sheared off. The fuselage was bent as well. While the pilot was slightly injured, the mechanic was seriously injured.
Probable cause:
Loss of power on engine.

Crash of a Gippsland GA-8 Airvan in Swindon

Date & Time: Nov 28, 2010 at 1015 LT
Type of aircraft:
Operator:
Registration:
G-CDYA
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Swindon - Swindon
MSN:
GA8-05-090
YOM:
2006
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
8
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2686
Captain / Total hours on type:
1057.00
Circumstances:
The pilot arrived at the aircraft at approximately 0900 hrs to prepare it for a flight to drop parachutists. The aircraft had been outside overnight and there had been a heavy frost. The pilot removed a cover from the windscreen and began his pre-flight check during which he noticed no ice or frost on the upper surface of the wings. He returned to the operations building to complete his pre-flight planning and went back to the aircraft in time to start the engine at 1000 hrs. There was a very light wind from the north-west across the grass Runway 06L, the temperature was -4°C and the QNH was 1004 mb. While the engine was warming up, eight parachutists boarded the aircraft and sat down in the cabin. There were three parachute instructors, who were connected to three students, and two other parachutists with video cameras, one of whom was the jump supervisor. After the pilot judged that the engine had warmed up, he carried out a power check and the before takeoff checks, during which he selected the flaps to TAKEOFF. All indications appeared normal to the pilot and he taxied onto the runway and selected takeoff power, which was 29 inches of Manifold Air Pressure (MAP)and 2,500 rpm. The acceleration seemed, to the pilot, to be normal but, although VR was 60 kt, he delayed the rotation until 65 kt. At about the time the aircraft rotated, the pilot selected the flaps to FULL. As the aircraft crossed the hedge at the upwind end of the runway, the pilot began a left turn, which was the usual noise abatement manoeuvre to avoid flying over buildings situated on the runway’s extended centreline. During the turn, he realised the aircraft was descending and checked the engine instruments, observing that the MAP, fuel pressure and rpm were indicating correctly. He called “BRACE, BRACE, BRACE” and the aircraft hit the ground immediately afterwards in a left wing low attitude. After crossing a ditch, during which the landing gear detached, the aircraft skidded to a halt in the next field. The pilot was able to exit the aircraft through the door on his left but found that he could not stand up because of an injury to his leg. The sliding door on the rear left side of the cabin was jammed and the parachutists were unable to use it to leave the aircraft and so they exited through the same door as the pilot. One parachutist received a whiplash injury but the rest were unhurt. The pilot was subsequently airlifted to hospital.
Probable cause:
The aircraft was parked outside overnight prior to the accident and the windscreen, which had been covered, was clear of ice and frost when the cover was removed. Four hours after the accident, the windscreen was still clear, which suggested that ice and frost were not actively forming during that period. However, since frost was found on the upper surface of the wing, it was concluded that the frost would have been present prior to and during the takeoff. The maximum engine power was found to be approximately 50 bhp less than the rated value. This was attributed to the state of wear expected of an engine approximately 75% through its normal overhaul life rather than as a result of a failure experienced on this particular takeoff. The distance to lift off, calculated using the manufacturer’s performance information, should have been between 340 m and approximately 368 m and yet the aircraft actually left the ground after approximately 560 m. The extra distance used by the aircraft was probably a combination of two factors: the engine was not producing the power assumed in the performance calculation and the aircraft was rotated approximately three to five knots above VR. It is possible that takeoff performance was reduced due to the effects of frost on the wings but it was not possible to quantify these effects. As the aircraft began its left turn, the flaps were at FULL and yet the flap selector handle and the flaps were found in the TAKEOFF position following the accident. At some point in the turn, therefore, the flaps were raised by one stage. This would have had the effect of increasing the stalling speed by approximately three knots (in the case of an uncontaminated wing). The groundspeed of the aircraft, recorded by the GPS approximately six seconds before impact, was 58 kt. The aircraft was turning into a light wind and so the IAS might have been slightly higher. The stalling speed of the aircraft during the turn, with the flaps in the TAKEOFF position and with an uncontaminated wing, would have been approximately 63 kt. The effect of the frost would have been to increase the stalling speed, in the worst case, to 75 kt. The CAA Safety Sense Leaflet 3 suggests that the maximum reduction of lift might occur with frost that has a surface roughness of course sandpaper, whereas the frost found on G-CDYA was similar to medium sandpaper. Nevertheless, it was clear that the lifting ability of the wing would have been compromised and the stalling speed would have been higher than 63 kt. It seemed probable, therefore, that the aircraft stalled in the turn as a result of frost on the wing. Furthermore, the angle of attack at the stall was probably lower than that required to activate the stall warning horn.
Final Report:

Crash of a Gippsland GA8 Airvan in Lady Barron

Date & Time: Oct 15, 2010 at 1715 LT
Type of aircraft:
Operator:
Registration:
VH-DQP
Survivors:
Yes
Site:
Schedule:
Lady Barron - Bridport
MSN:
GA8-05-075
YOM:
2005
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
2590
Captain / Total hours on type:
1355.00
Circumstances:
The pilot was conducting a charter flight from Lady Barron, Flinders Island to Bridport, Tasmania with six passengers on board. The aircraft departed Lady Barron Aerodrome at about 1700 Australian Eastern Daylight-saving Time and entered instrument meteorological conditions (IMC) several minutes afterwards while climbing to the intended cruising altitude of about 1,500 ft. The pilot did not hold a command instrument rating and the aircraft was not equipped for flight in IMC. He attempted to turn the aircraft to return to Lady Barron Aerodrome but became lost, steering instead towards high ground in the Strzelecki National Park in the south-east of Flinders Island. At about 1715, the aircraft exited cloud in the Strzelecki National Park, very close to the ground. The pilot turned to the left, entering a small valley in which he could neither turn the aircraft nor out climb the terrain. He elected to slow the aircraft to its stalling speed for a forced landing and, moments later, it impacted the tree tops and then the ground. The first passenger to exit the aircraft used the aircraft fire extinguisher to put out a small fire that had begun beneath the engine. The
other passengers and the pilot then exited the aircraft safely. One passenger was slightly injured during the impact; the pilot and other passengers were uninjured. During the night, all of the occupants of the aircraft were rescued by helicopter and taken to the hospital in Whitemark, Flinders Island.
Probable cause:
Contributing safety factors:
• The weather was marginal for flight under the visual flight rules, with broken cloud forecast down to 500 ft above mean sea level in the area.
• The pilot, who did not hold a command instrument rating, entered instrument meteorological conditions because he was adhering to an un-written operator rule not to fly below 1,000 ft above ground level.
• The pilot became lost in cloud and flew the aircraft towards the Mt Strzelecki Range, exiting the cloud in very close proximity to the terrain.
• The aircraft exited the cloud in a small valley, within which the pilot could neither turn round nor out-climb the terrain.
Other key findings:
• The aircraft exited cloud before impacting terrain and with sufficient time for the pilot to execute a forced landing.
• The design of the aircraft’s seats, and the provision to passengers in the GA-8 Airvan of three-point automotive-type restraint harnesses with inertia reel shoulder straps contributed to the passengers’ survival, almost without injury.
Final Report:

Crash of a Gippsland GA-8 Airvan in Orange

Date & Time: Jul 6, 2010 at 1745 LT
Type of aircraft:
Operator:
Registration:
VH-YBH
Flight Type:
Survivors:
Yes
Schedule:
Parkes - Orange
MSN:
GA8-08-131
YOM:
2008
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Pilot was performing a cargo flight from Parkes to Orange, New South Wales. On final approach, single engine aircraft was too low and hit the roof of a metal hangar located near the runway threshold. Aircraft stalled, hit the runway surface and lost its nose gear. It veered off runway and eventually collided with a metal hangar under construction. While the pilot was injured, the aircraft was destroyed.
Probable cause:
Wrong approach configuration on part of the pilot.