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Crash of a GippsAero GA8 Airvan in Ghanzi: 2 killed

Date & Time: Jun 29, 2023
Type of aircraft:
Operator:
Registration:
A2-MBE
Flight Phase:
Survivors:
Yes
MSN:
GA8-12-179
YOM:
2012
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
Shortly after takeoff, the single engine airplane went out of control and crashed, bursting into flames. Both pilots were seriously injured and both passengers, an American couple, were killed.

Crash of a GippsAero GA8 Airvan in Umeå: 9 killed

Date & Time: Jul 14, 2019 at 1408 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
Captain / Total flying hours:
217
Captain / Total hours on type:
12.00
Aircraft flight hours:
1212
Circumstances:
The purpose of the flight was to drop eight parachutists from flight level 130 (an altitude of 13,000 feet, approximately 4,000 metres). The load sheet that the pilot received did not contain any information about the individual weights of the parachutists or the total mass of the load. The pilot could thus not, with any help from the load sheet, check or make his own calculation of mass and balance before the flight. The aeroplane was approaching the airport and, at 14:05 hrs, the pilot requested permission to drop the parachutists slightly higher because of clouds. The airspeed was decreasing in conjunction with the aeroplane’s approach to the airport. Just over a kilometre from the airport where the jump point was located, the aeroplane suddenly changed direction to the left and began descending rapidly in almost the opposite direction. The aeroplane then travelled just under one kilometre at the same time as it descended 1,500 metres, which is a dive angle of over 45 degrees. The aeroplane broke up in the air as both the airspeed and the g-forces exceeded the permitted values for the aeroplane. From an altitude of 2,000 metres, the aeroplane fell almost vertically with a descent velocity of around 60 m/s. The fact that no one was able to get out and save themselves using their parachute was probably due to the g-forces and the rotations that occurred. All those on board remained in the aeroplane and died immediately upon impact.
Probable cause:
The control of the aeroplane was probably lost due to low airspeed and that the aeroplane was unstable as a result of a tail-heavy aeroplane in combination with the weather conditions, and a heavy workload in relation to the knowledge and experience of the pilot. Limited experience and knowledge of flying without visual references and changes to the centre of gravity in the aeroplane have probably led to it being impossible to regain control of the aeroplane.
The following factors are deemed to be probable causes of the accident:
- The lack of a safe system for risk analyses and operational support, including data for making decisions concerning flights, termination or replanning of commenced flights.
- The lack of a standardised practical and theoretical training programme with approval of a qualified instructor.
- The lack of a safe system for determining centre of gravity prior to and in conjunction with parachuting jumps.
Final Report:

Ground fire of a GippsAero GA8 Airvan in Gibb River

Date & Time: Apr 22, 2017 at 1255 LT
Type of aircraft:
Operator:
Registration:
VH-AJZ
Flight Type:
Survivors:
Yes
Schedule:
Derby - Gibb River
MSN:
GA8-05-96
YOM:
2005
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
On 22 April 2017, a Gippsland Aeronautics GA-8 aircraft, registered VH-AJZ, was being used to conduct incendiary bombing aerial work operations in the Prince Regent River area of northern Western Australia (WA). On board were a pilot, a navigator seated in the co-pilot seat and a bombardier in the rear of the aircraft cabin. While conducting the incendiary bombing operations, the bombardier advised the pilot that he was suffering from motion sickness. The pilot elected to land at Gibb River aircraft landing area (ALA), WA, to take a lunch break and provide the bombardier with time to recover from the motion sickness. At about 1255 Western Standard Time (WST), the aircraft landed on runway 07 at Gibb River. During the landing roll, the engine failed. The aircraft had sufficient momentum to enable the pilot to turn the aircraft around on the runway and begin to taxi to the parking area at the western end of runway 07. Shortly after turning around, the aircraft came to rest on the runway. The pilot attempted to restart the engine, but the engine did not start. The pilot waited about 10–20 seconds before again attempting to restart the engine. While attempting the second restart of the engine, the pilot heard a loud noise similar to that of a backfire. The navigator then observed flames and smoke coming from around the front of the engine and immediately notified the pilot. After being notified of the fire, the pilot immediately shut down the engine and switched off the aircraft electrical system. As the pilot switched off the aircraft electrical system, the navigator located the aircraft fire extinguisher and evacuated from the aircraft through the co-pilot door. After evacuating from the aircraft, the navigator observed fire on the aircraft nose wheel. The navigator had difficulty preparing the fire extinguisher for use and was unable to discharge the fire extinguisher onto the fire. While the navigator was attempting to extinguish the fire, the pilot exited the aircraft through the pilot door and assisted the bombardier to exit the aircraft. After assisting the bombardier, the pilot moved to the front of the aircraft to assist the navigator with the firefighting. The pilot was able to activate the fire extinguisher and extinguished the fire on the nose wheel. The pilot observed fire continuing to burn within the engine compartment. Due to the heat of the fire, the pilot was unable to access the engine compartment to extinguish this fire. The pilot determined that no more could be done to contain the fire, and therefore, the pilot, navigator and bombardier moved clear of the aircraft to a safe location as the fire continued. The crew members were not injured. As a result of the fire, the aircraft was destroyed.
Probable cause:
These findings should not be read as apportioning blame or liability to any particular organisation or individual.
- The cause of the engine failure and fire could not be determined.
- After the fire was identified, two steps in the emergency procedure were omitted. This included not closing the fuel shutoff valve, which likely resulted in the fire not being extinguished and subsequently intensifying.
Final Report:

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
Captain / Total flying hours:
1100
Captain / Total hours on type:
41.00
Circumstances:
The single engine aircraft departed Cayenne-Rochambeau-Félix Éboué Airport runway 08 at 1448LT on a cargo flight to Maripasoula, carrying one female passenger and one pilot. About three minutes into the flight, while cruising at an altitude of 1,500 feet, the plot encountered engine problems, declared an emergency and was cleared for an immediate return. The aircraft landed back at 1452LT. Some controls were performed on the engine and the aircraft took off again at 1507LT. Less than a minute later, the engine lost power. The pilot again declared an emergency and returned to the airport. On short final, the aircraft lost height and crashed in bushes some 800 metres short of runway 26. The passenger was seriously injured and the pilot was slightly injured. The aircraft was destroyed.
Probable cause:
Loss of engine power during initial climb due to an abnormal wear of the cam lobes and tappets, for reasons that investigations were unable to determine. It is possible that pitting corrosion initiated this degradation which was not identified during the last periodic engine inspection.
Final Report:

Crash of a Gippsland GA8 Airvan in Swindon

Date & Time: Nov 28, 2010 at 1015 LT
Type of aircraft:
Operator:
Registration:
G-CDYA
Flight Phase:
Survivors:
Yes
Schedule:
Swindon - Swindon
MSN:
GA8-05-090
YOM:
2005
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: