Jersey

The aircraft was operating British Island Airways flight UK 185, a scheduled night passenger service from Southampton (SOU) to Guernsey (GCI). It taxied out initially at 17:49 but during the takeoff run it was noticed that the starboard engine's rpm gauge indicated 14,550 rpm instead of 15,000 and that the torque reading on the same engine was below the datum appropriate to the use of water methanol injection. The commander, who was handling the aircraft, therefore decided to abandon the takeoff when the speed had reached about 60 knots and he returned the aircraft to the apron. A ground run carried out on the starboard engine produced normal full power indications and so the passengers were re-embarked and the flight departed for the second time at 18:21. The power output from the engines during this takeoff was satisfactory but when the aircraft had reached about 200 feet a rise in the torque indication of the starboard engine was observed. Climb power was set and the flight climbed to FL80 and continued on track to Guernsey. The descent into Guernsey was started when the aircraft was about 35 nm from the airport. Power was reduced on both engines but when the fuel flow was being trimmed back the starboard engine's turbine gas temperature (TGT), torque and fuel flow gauges showed an increase in their readings and because they continued to rise the engine was shut down and the propeller feathered. Guernsey Approach Control was informed of the situation and asked to have the emergency services standing by for the landing. The aircraft continued the descent but when it was about 5 nm from the runway it was advised by ATC that the airline had requested that it should land at Jersey airport instead of Guernsey. It was therefore decided to divert to Jersey and clearance was received from ATC to proceed on course at 1,500 feet above mean sea level (amsl). The aircraft changed to the Jersey Approach Control frequency and after ensuring that ATC was aware of the emergency the commander requested permission to make an ILS approach to runway 27 although the weather at the time was clear. The commander did not consider that it was necessary to brief the co-pilot about the approach and landing to Jersey as this had already been covered during a previous approach to the airport earlier in the day and he made no special reference to the single engine approach condition. Jersey radar positioned the aircraft on the ILS localiser and it became established at a range of about 5½ nm from the runway and commenced its descent shortly afterwards. In the vicinity of the outer marker the undercarriage was lowered followed by takeoff flap (5°). ATC cleared the aircraft to land and reported the wind as 270° at 10 knots. The aircraft continued its descent flying slightly above the ILS glide path with the airspeed increasing from about 120 knots to 137 knots. Power was reduced on the port engine to a very low value and the IAS began to decay at a rate of about one knot per second. When the aircraft was between 400 and 300 feet above the runway full landing flap (30°) was selected and both pilots considered that at this stage they were correctly positioned for the approach. The co-pilot noticed that the airspeed was about 105-110 knots when he selected full flap. (The recommended speed for the final approach was 99½ knots, ie 10 knots above VATI). The aircraft became displaced to the right of the runway centre line as it approached the threshold and the commander tried to realign it with the runway by making a sidestep manoeuvre to the left. The IAS had continued to decrease at a steady rate during the final stage of the descent and that at this point it was about 89 knots. When the commander realised that he was not going to be successful in his attempt to realign the aircraft with the runway centre line he called for full power. The aircraft was now alongside the runway threshold lights. The co-pilot advanced the throttle on the port engine and believing that the commander had also called 'overshooting' he selected the undercarriage to retract. The aircraft began to yaw and roll rapidly to the right resulting in the starboard wing tip and starboard main wheels almost simultaneously striking the ground well to the right of the runway edge. The aircraft subsided on to the grass as the undercarriage retracted, spun round to the right through approximately 180° and then slid backwards until it came to rest astride a small road on the northern perimeter of the airfield. All 53 occupants were evacuated safely, four of them were slightly injured.

Flight 1030X was an extra scheduled international flight from Paris (Orly), France, to Jersey, Channel Islands. It took off from Orly at 1626 hours GMT. At 1706 hours, when about 100 miles from Jersey, the pilot made his first radio contact with Jersey zone concerning the Jersey weather. At 1742 hours he informed Jersey zone that he was descending to 1 500 ft and estimated Jersey at 1755 hours. He was then given the 1720 hours Jersey weather report, which included visibility 80 m, RVR 200 m and 818 cloud at the surface, after which the aircraft was cleared to Jersey Approach Control. In response to the approach controller's question as to his intentions concerning diversion, the pilot replied: "We'll come down the ILS and then overshoot and go to Dinard." The controller then cleared the aircraft to 1 000 ft and passed the QFE as 1 007 mb. The aircraft arrived at the Jersey beacon at 1753 hours and began an approach to runway 27, during which the guidance provided from the ILS was supplemented by distance information provided by the controller from the indications of the Decca 424 radar. The approach, the subsequent overshoot and the climb to 1 000 ft appear to have been without incident, following which the pilot informed the controller of his intention to make another approach and requested radar guidance back to the ILS outer marker. After directing the aircraft into position for a second approach to runway 27, the controller advised the pilot to take up his own headings on the ILS and informed him at 1803 hours that the aircraft was 5 miles from touchdown. Just after being given a distance of 4 miles, the pilot reported passing the outer marker and also that he was established, thus indicating that guidance was being received from the ILS and being used for the approach. Subsequent distance information was given by the controller at 1.5 mile, which was not acknowledged by the pilot, and again at 1 mile (at 1806:13 hours). Both these transmissions were clipped and are recorded as "... and a half miles now" and "... mile from touchdown". The latter transmission provoked an immediate "how many?" from the pilot, to which the controller replied by giving "three quarters of a mile now and left of the centre line." The pilot acknowledged this at 1806:24* hours with "TB" (the final two letters of the aircraft's registration). This was the last communication received from the aircraft. According to the air hostess, (the sole survivor), the flight was uneventful up to the time of the accident. She did not have any feeling of descending at any time. There was a bump which she attributed to the starboard undercarriage wheels having hit something; this was followed by a momentary roll to the right and a much greater roll back to the left. Subsequently, it was established that the aircraft had hit with its starboard wing the outermost approach light pole, which was 3 000 ft from the runway threshold, at a height 58 ft above runway level. After climbing slightly,'it rolled to an inverted attitude, at which time the starboard wing folded rearwards and separated as the aircraft dived to the ground, still inverted. It crashed at about 1806:27 hours. The stewardess survived while all 26 other occupants were killed.

While descending to Portsmouth from the south on a flight from Jersey, the crew encountered poor weather conditions. On approach to the Isle of Wight, the pilot-in-command reduced his altitude when the airplane struck a hill and crashed in flames in Saint Boniface Down, northeast of Ventnor. The aircraft was destroyed by impact forces and a post crash fire and both pilots and eight passengers were killed instantly. The stewardess and another passenger subsequently died of their injuries. Five passengers were seriously injured.

The pilot was advised that the western part of the aerodrome was waterlogged and so landed the aircraft close to the eastern boundary. On touchdown the starboard main wheel sank into soft ground and the undercarriage leg collapsed. All three occupants were uninjured while the aircraft was damaged beyond repair.

The pilot, sole on board, was performing a cargo flight from Jersey to Guernsey with mail and foods on board. On approach, weather conditions worsened and the pilot decided to make a go around. Few minutes later, a second attempt to land was made on the opposite runway. With a tailwind component, the airplane landed on a grassy area, went out of control, lost its undercarriage and came to rest by a road. The pilot was uninjured while the aircraft was damaged beyond repair.

While overflying the Isle of Wight, enroute from Jersey to Blackbushe, the pilot encountered technical problems with both engines that lost power. He reduced his altitude and ditched the aircraft on the Solent, off Calshot. While the aircraft sank and was lost, all 11 occupants were quickly rescued by the crew of a yacht and then transferred to shore.

The crew was performing a cargo flight from Croydon to Jersey with a load of newspapers. On final approach, the twin engine aircraft was too low and hit the ground few dozen yards short of runway. On impact, the undercarriage were sheared off, the airplane slid for several yards and hit a stone wall before coming to rest. Both pilots were unhurt while the aircraft was damaged beyond repair.

On touchdown, the twin engine aircraft went out of control and came to rest upside down. Both pilots were injured and the aircraft was written off.

The aircraft departed Croydon on a cargo flight to Jersey, carrying a load of newspapers. While flying over the Isle of Wight, the crew encountered poor weather conditions with clouds down to 700 feet. Due to low visibility, the pilot did not realize he was off course and his altitude was too low when the twin engine aircraft hit the pylon of a radar and crashed in a prairie located near Saint Boniface Down. Both occupants, pilot E. G. Snowden and radio operator R. J. Corrie were killed.

En route, the crew informed ground about the failure of the electric system and for unknown reason, the aircraft deviated from the prescribed path and continued to the east over The Channel. While approaching Jersey Island, the aircraft was shot down by the Flak and crashed into the Bouley Bay harbor. All 11 occupants were killed.