United Kingdom

G-BYCP was planned to operate a non-commercial flight from Stapleford Aerodrome to RAF Brize Norton with two company employees on board (including the pilot) to pick up two passengers for onward travel. The pilot (the aircraft commander) held a Commercial Pilot’s Licence (CPL) and occupied the left seat and another pilot, who held an Airline Transport Pilot’s Licence (ATPL), occupied the right. The second occupant worked for the operator of G-BYCP but his licence was valid on Bombardier Challenger 300 and Embraer ERJ 135/145 aircraft and not on the King Air. The pilot reported for work at approximately 0715 hrs for a planned departure at 0815 hrs but he delayed the flight because of poor meteorological visibility. The general weather conditions were fog and low cloud with a calm wind. At approximately 0850 hrs the visibility was judged to be approximately 600 m, based on the known distance from the operations room to a feature on the aerodrome. At approximately 0915 hrs, trees were visible just beyond the end of Runway 22L, indicating that visibility was at least 1,000 m and the pilot decided that conditions were suitable for departure. At 0908 hrs, the pilot called the en-route Air Navigation Service Provider (ANSP) on his mobile phone to ask for a departure clearance. He was instructed to remain clear of controlled airspace when airborne and call London Tactical Control Northeast (TCNE) on 118.825 MHz. The planned departure was to turn right after takeoff and intercept the 128° radial from Brookman’s Park VOR (BPK) heading towards the beacon, and climb to a maximum altitude of 2,400 ft amsl to remain below the London TMA which has a lower limit of 2,500 ft amsl. The aircraft took off at 0921 hrs and was observed climbing in a wings level attitude until it faded from view shortly after takeoff. After takeoff, the aircraft climbed on a track of approximately 205°M and, when passing approximately 750 ft amsl (565 ft aal), began to turn right. The aircraft continued to climb in the turn until it reached 875 ft amsl (690 ft aal) when it began to descend. The descent continued until the aircraft struck some trees at the edge of a field approximately 1.8 nm southwest of the aerodrome. The pilot and passenger were both fatally injured in the accident, which was not survivable. A secondary radar return, thought to be G-BYCP, was observed briefly near Stapleford Aerodrome by London ATC but no radio transmission was received from the aircraft. A witness was walking approximately 30 m north-east of where the aircraft struck the trees. She suddenly heard the aircraft, turned towards the sound and saw the aircraft in a nose‑down attitude fly into the trees. Although she saw the aircraft only briefly, she saw clearly that the right wing was slightly low, and that the aircraft appeared to be intact and was not on fire. She also stated that the aircraft was “not falling” but flew “full pelt” into the ground.

The aircraft had positioned to Milan earlier in the day, flown by the same pilot, and was returning to Blackbushe with the pilot and three passengers on board. After descending through the London Terminal Manoeuvring Area (TMA) it was handed over from London Control to Farnborough Approach. Its descent continued towards Blackbushe and, having reported that he had the airfield in sight, the pilot was instructed to descend at his own discretion. When the aircraft was approximately four miles south of its destination, he was instructed to contact Blackbushe Information. The weather at Blackbushe was fine with light and variable winds, visibility in excess of ten kilometres, and no low cloud. HZ-IBN entered the left-hand circuit for Runway 25 via the crosswind leg. Towards the end of the downwind leg, it overtook an Ikarus C42 microlight aircraft, climbing to pass ahead of and above that aircraft. As the climb began, at approximately 1,000 ft aal, the TCAS of HZ-IBN generated a ‘descend’ RA alert to resolve a conflict with the microlight. The TCAS RA changed to ‘maintain vertical speed’ and then ‘adjust vertical speed’, possibly to resolve a second conflict with a light aircraft which was above HZ-IBN and to the east of the aerodrome. Neither the microlight nor the light aircraft was equipped with TCAS. Following this climb, HZ-IBN then flew a curving base leg, descending at up to 3,000 feet per minute towards the threshold of Runway 25. The aircraft’s TCAS annunciated ‘clear of conflict’ when HZ-IBN was 1.1 nm from the runway threshold, at 1,200 ft aal, and at a speed of 146 KIAS, with the landing gear down and flap 3 selected. The aircraft continued its approach at approximately 150 KIAS. Between 1,200 and 500 ft aal the rate of descent averaged approximately 3,000 fpm, and at 500 ft aal the descent rate was 2,500 fpm. The aircraft’s TAWS generated six ‘pull up’ warnings on final approach. The aircraft crossed the Runway 25 threshold at approximately 50 ft aal at 151 KIAS. The aircraft manufacturer calculated that the appropriate target threshold speed for the aircraft’s mass and configuration was 108 KIAS. The AFISO initiated a full emergency as the aircraft touched down, because “it was clear at this time that the aircraft was not going to stop”. Tyre marks made by the aircraft at touchdown indicated that it landed 710 m beyond the Runway 25 threshold. The Runway 25 declared Landing Distance Available (LDA) was 1,059 m; therefore the aircraft touched down 349 m before the end of the declared LDA. The paved runway surface extended 89 m beyond the end of the LDA. The aircraft continued along the runway, decelerating, but departed the end of the paved surface at a groundspeed of 83 kt (84 KIAS airspeed) and struck an earth bank, which caused the aircraft to become airborne again. It then struck cars in a car park, part of a large commercial site adjacent to the aerodrome. The wing separated from the fuselage, and the fuselage rolled left through 350° before coming to rest on top of the detached wing, on a heading of 064°(M), 30° right side down and in an approximately level pitch attitude. A fire broke out in the underside of the aft fuselage and burned with increasing intensity. The aerodrome’s RFFS responded to the crash alarm but their path to the accident site was blocked by a locked gate between the aerodrome and commercial site. The first two RFFS vehicles arrived at the gate 1 minute and 34 seconds after the aircraft left the runway end. The third RFFS vehicle, which carried a key for the gate, arrived approximately one minute later, and the three RFFS vehicles proceeded through the gate 2 minutes and 46 seconds after the aircraft left the runway. As the aircraft was located in an area of the car park surrounded by a 2.4 m tall wire mesh fence, the RFFS vehicles had to drive approximately 400 m to gain access to the accident site. Despite applying all their available media, the RFFS was unable to bring the fire under control. The intensity of the fire meant that it was not possible to approach the aircraft to save life. All four occupants of the aircraft survived the impact and subsequently died from the effects of fire. Subsequently, local authority fire appliances arrived and the fire was extinguished.

The aircraft planned to fly from Avignon Airport, France to Blackpool Airport, with two flight crew and two passengers. The co-pilot performed the external checks; this included checking the fluid level in the hydraulic reservoir, as stated in the ‘Pilot Checklist’. The aircraft was refuelled to 3,000 lb and, after the passengers boarded, it departed for Blackpool. The commander was the pilot flying (PF). The takeoff and cruise to Blackpool were uneventful. Prior to the descent the crew noted ATIS Information ‘Lima’, which stated: Runway 10, wind from 150° at 18 kt, visibility 9 km, FEW clouds at 2,000 ft aal, temperature 11°C, dew point 8°C, QNH 1021 hPa, runway damp over its whole length. The commander planned and briefed for the NDB approach to Runway 10, which was to be flown with the autopilot engaged. Whilst descending through FL120, the left, followed by the right, hydraulic low pressure cautions illuminated. Upon checking the hydraulic pressure gauge, situated to the left of the commander’s control column, the pressure was noted to be ‘cycling up and down’, but for the majority of the time it indicated about 2,800 psi (in the green arc). During this time the hydraulic low pressure cautions went on and off irregularly, with the left caution being on more often than the right. The co-pilot then actioned the ‘HYDRAULIC SYSTEM - HYDRAULIC PUMP FAILURE’ checklist. It stated that if the hydraulic pressure was a minimum of 2,800 psi, the flight could be continued. Just before the aircraft reached the Blackpool NDB, the commander commented “it’s dropping”, but he could not recall what he was referring to. This was followed by the roll fail and speed brk [brake] fail caution messages illuminating. The co-pilot then actioned the applicable checklists. These stated that the Landing Distances Required (LDR) would increase by approximately 65% and 21%, respectively. As the roll fail LDR increase was greater than that of the speed brk fail, the crew used an LDR increase of 65% which the co-pilot equated to 5,950 ft. Runway 10 at Blackpool has an LDA of 6,131 ft, therefore they elected to continue to Blackpool. The roll fail checklist stated that a ‘FLAPS UP’ landing was required. The co-pilot then calculated the VREF of 132 kt, including a 20 kt increment, as stipulated by the ‘FLAPS UP, 10, OR 20 APPROACH AND LANDING’ checklist. The commander then continued with the approach. At about 4 nm on final approach the co-pilot lowered the landing gear, in response to the commander’s request. About 8 seconds later the commander said “just lost it all”; referring to the general state of the aircraft. This was followed almost immediately by the landing gear unsafe aural warning, as the main landing gear was not indicating down and locked. Whilst descending through 1,000 ft, at just over 3 nm from the threshold, the commander asked the co-pilot to action the ‘ALTERNATE GEAR EXTENSION’ checklist. The commander then discontinued the approach by selecting ALT HOLD, increased engine thrust and selected a 500 ft/min rate of climb on the autopilot. However, a few seconds later, before the co-pilot could action the checklist, the main gear indicated down and locked. The commander disconnected the autopilot and continued the approach. The crew did not consider reviewing the ‘HYDRAULIC SYSTEM - HYDRAULIC PUMP FAILURE’ checklist as they had not recognised the symptoms of loss of hydraulic pressure. When ATC issued the aircraft its landing clearance the wind was from 140° at 17 kt. This equated to a headwind component of about 10 kt and a crosswind of about 12 kt. As the aircraft descended through 500 ft (the Minimum Descent Altitude (MDA) for the approach) at 1.5 nm from the threshold, the commander instructed the co-pilot to advise ATC that they had a hydraulic problem and to request the RFFS to be put on standby. There was a slight delay in transmitting this request, due to another aircraft on frequency, but the request was acknowledged by ATC. The aircraft touched down about 1,500 ft from the start of the paved surface at an airspeed of 132 kt and a groundspeed of 124 kt. When the commander applied the toe (power) brakes he felt no significant retardation. During the landing roll no attempt was made to apply the emergency brakes, as required in the event of a power brake failure. The co-pilot asked if he should try to operate the lift dump, but it failed to function, due to the lack of hydraulic pressure. At some point, while the aircraft was on the runway, the co-pilot transmitted a MAYDAY call to ATC. When an overrun appeared likely, the commander shut down the engines. The aircraft subsequently overran the end of the runway at a groundspeed of about 80 kt. The commander later commented that he was in a “state of panic” during the landing roll and was unsure whether or not he had applied the emergency brake. As the aircraft left the paved surface the commander steered the aircraft slightly right to avoid a shallow downslope to the left of runway’s extended centreline. The aircraft continued across the rough, uneven ground, during which the nose gear collapsed and the wing to fuselage attachments were severely damaged (Figure 1). Once it had come to a stop, he shut down the remaining aircraft systems. The passengers and crew, who were uninjured, vacated the aircraft via the entry/exit door and moved upwind to a safe distance. The RRFS arrived shortly thereafter.

The aircraft had been prepared for a Commercial Air Transport flight from Stornoway Airport to Glasgow Airport with 26 passengers and three crew on board; the commander was the Pilot Flying (PF) and the co-pilot was the Pilot Monitoring (PM). At 0825 hrs the aircraft was taxied towards Holding Point A1 for a departure from Runway 18. At 0832 hrs G-LGNL was cleared to enter the runway from Holding Point A1 and take off, and the ATC controller transmitted that the surface wind was from 270° at 27 kt. The commander commented to the co-pilot that the wind was across the runway and that there was no tailwind. As the aircraft taxied onto the runway, the co-pilot applied almost full right aileron input consistent with a cross-wind from the right, and the commander said to the co-pilot “charlie1, one hundred, strong wind from the right”. The commander advanced the power levers, the co-pilot said “autocoarsen high” and the engine torques increased symmetrically. The commander instructed the co-pilot to “set takeoff power” to which the co-pilot replied “apr armed”. Approximately one second after this call, the engine torques began to increase symmetrically, reaching 100% as the aircraft accelerated through 70 kt. During the early stages of the takeoff, left rudder was applied and the aircraft maintained an approximately constant heading. As the aircraft continued accelerating, the rudder was centralised, after which there was a small heading change to the left, then to the right, then a rapid heading change to the left causing the aircraft to deviate to the left of the runway centreline. The pilot applied right rudder but although the aircraft changed heading to the right in response, it did not alter the aircraft’s track significantly and the aircraft skidded to the left, departing the runway surface onto the grass at an IAS of 80 kt. The power levers remained at full power as the aircraft crossed a disused runway and back onto grass. During this period the nose landing gear collapsed before the aircraft came to a halt approximately 38 m left of the edge of the runway and 250 m from where it first left the paved surface. After the aircraft came to a halt, the captain saw that the propellers were still turning and so called into the cabin for the passengers to remain seated. One of the passengers shouted for someone to open the emergency exit but the cabin crew member instructed the passengers not to do so because the propellers were still turning. The co-pilot observed that the right propeller was still turning so operated the engine fire extinguishers to shut down both engines. When the passenger seated in the emergency exit row on the right of the aircraft saw that the right propeller had stopped, he decided to open the exit. He climbed out onto the wing and helped the remaining passengers leave the aircraft through the same exit, instructing them to slide off the rear of the wing onto the ground. The left propeller was still turning at the time the right over-wing exit was opened and the passenger seated in the left-side emergency exit row decided not to open the left exit. The crash alarm was activated by ATC at 0833 hrs. An aircraft accident was declared and the aerodrome emergency plan was put into action. When the Rescue and Fire Fighting Services (RFFS) arrived at the scene, passengers were still exiting the aircraft and the left propeller was still turning. After leaving the aircraft, the cabin crew member confirmed to the RFFS that all passengers had exited the cabin and had been accounted for outside. The passengers were taken to the fire station and then on to the passenger terminal. There were no injuries.

On 24 November 2014 the crew of Gulfstream III N103CD planned for a private flight from Biggin Hill Airport to Gander International Airport in Canada. The weather reported at the airport at 2020 hrs was wind ‘calm’, greater than 10 km visibility with fog patches, no significant cloud, temperature 5°C, dew point 4°C and QNH 1027 hPa. At 2024 hrs, the crew was cleared to taxi to Holding Point J1 for a departure from Runway 03. After the crew read back the taxi clearance, the controller transmitted: “we are giving low level fog patches on the airfield, general visibility in excess of 10 km but visibility not measured in the fog patches. it seems to be very low, very thin fog from the zero three threshold to approximately half way down the runway then it looks completely clear”. The crew acknowledged the information. At 2028 hrs, the aircraft was at the holding point and was cleared for takeoff by the controller. The aircraft taxied towards the runway from J1 but lined up with the runway edge lights, which were positioned 3 m to the right of the edge of the runway. The aircraft began its takeoff run at 2030 hrs, passing over paved surface for approximately 248 m before running onto grass which lay beyond. The commander, who was the handling pilot, closed the thrust levers to reject the takeoff when he realized what had happened and the aircraft came to a halt on the grass having suffered major structural damage. The crew shut down the engines but were unable to contact ATC on the radio to tell the controller what had happened. The co-pilot moved from the flight deck into the passenger cabin and saw that no one had been injured. He vacated the aircraft through the rear baggage compartment and then helped the commander, who was still inside, to open the main exit door. The commander and the five passengers used the main exit to vacate the aircraft. The controller saw that the aircraft had stopped but did not realize that it was not on the runway. He attempted to contact the crew on the radio but, when he saw the lights of the aircraft switch off, he activated the crash alarm, at 2032 hrs, declaring an aircraft ground incident. At 2034 hrs the airport fire service reached the aircraft and declared an aircraft accident, after which the airport emergency plan was activated.

G-GAVA took off from Belfast City Airport at 1745 hrs operating a scheduled air service to Doncaster Sheffield Airport with one passenger and a crew of two pilots on board. The commander was the Pilot Flying (PF) and the co-pilot was the Pilot Monitoring (PM). The departure, cruise and approach to Doncaster Sheffield were uneventful. The 1820 hrs ATIS for the airport stated that the wind was from 260° at 5 kt, varying between 220° and 280°. Visibility was greater than 10 km, there were few clouds at 3,000 ft aal, the temperature was 17°C and the QNH was 1,019 hPa. Although Runway 02 was the active runway, the crew requested radar vectors for a visual final approach to Runway 20, a request which was approved by ATC. The load sheet recorded that the aircraft’s mass at landing was expected to be 5,059 kg which required a target threshold indicated airspeed (IAS) of 101 kt. The aircraft touched down at 1836 hrs with an IAS of 102 kt and a peak normal acceleration of 1.3 g, and the commander moved the power levers aft to ground idle and then to reverse. As the aircraft decelerated, the commander moved the power levers forward to ground idle and asked the co-pilot to move the RPM levers to taxi. At an IAS of 65 kt, eight seconds after touchdown, the left wing dropped suddenly, the aircraft began to yaw to the left and the commander was unable to maintain directional control with either the rudder or the nosewheel steering tiller. The aircraft ran off the left side of the runway and stopped on the grass having turned through approximately 90°. The left landing gear had collapsed and the aircraft had come to a halt resting on its baggage pannier, right landing gear and left wing. The commander pulled both feather levers, to ensure that both engines were shut down, and switched the Electrics Master switch to emergency off. The co-pilot transmitted “tower……[callsign]” and the controller replied “[callsign] copied, emergency services on their way”. The commander instructed the co-pilot to evacuate the aircraft. The co-pilot moved into the main cabin where he found that the passenger appeared to be uninjured. He considered evacuating the aircraft through the emergency exit on the right side but judged that the main exit on the left side at the rear of the cabin would be the best option. The left side cabin door released normally but would not open completely because the sill of the doorway was at ground level (Figure 1) but, all occupants were able to evacuate the aircraft. The Aerodrome Controller in the ATC tower activated the Crash Alarm at 1836 hrs while the aircraft was still on the paved surface of the runway. Two Rescue and Fire Fighting Service vehicles arrived on scene at 1838 hrs by which time the occupants were clear of the aircraft.