Crash of a Raytheon 390 Premier I in Blackpool

Date & Time: Mar 12, 2015 at 1148 LT
Type of aircraft:
Operator:
Registration:
G-OOMC
Survivors:
Yes
Schedule:
Avignon – Blackpool
MSN:
RB-146
YOM:
2005
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
3455
Captain / Total hours on type:
408.00
Circumstances:
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.
Probable cause:
The crew carried out the reservoir level check procedure in accordance with the checklist prior to the flight and found it to be correct, as indicated by the test light not illuminating. This meant that there was at least 1.2 gals (4.5 litres) of fluid within the reservoir. Evidence of hydraulic leakage was only visible within the left engine nacelle. The crew reported fluctuating hydraulic pressure in the latter stages of the flight and intermittent l hyd press lo then r hyd press lo captions on the annunciator panel, the left more than the right. After they had selected the landing gear down the hydraulic pressure dropped completely. The pressure fluctuations suggest that the left pump in particular was struggling to maintain pressure due to cavitation and leakage. As the fluid in the system was gradually depleting, later shown by the fluid accumulation in the engine bay, the right hydraulic pump was also suffering cavitation, as indicated by the r hyd press lo indications. When the MLG was lowered the fluid taken in by the retraction jacks, which is estimated to be at least 4 pints (2.27 litres), further reduced the volume of hydraulic fluid. This resulted in more severe pump cavitation such that the pumps were not able to produce or maintain useable hydraulic pressure. It is likely that the fluid quantity became unviable as the landing gear reached the full extent of its travel, manifesting itself in a delay in getting the gear down and locked indication and the inboard doors not being able to complete their sequence and remaining open. The parking/emergency brake was not affected by the hydraulic system loss. Had a demand been made on the emergency brakes system during the landing it would have worked normally, albeit without anti-skid and a reduced retardation capability. Pump port cap failure The multiple-origin cracking found in the port cap by the laboratory testing had propagated from a thread root in the bore to the outer surface of the cap. It is not known how long the crack had been propagating for, but it is likely that the crack broke the surface of the cap relatively recently, allowing the leakage of fluid outwards under pressure from within the pump. The excessive pitting at the root of the thread is likely to have initiated the fatigue crack, with the thread root radius as a contributory factor. The load imparted into the thread by the compensator plug fitting places the thread under a constant tensile stress when the pump is operating, leading to the eventual fatigue failure.
Final Report:

Crash of a Piper PA-31-310 Navajo in Lydd

Date & Time: Jul 17, 1991 at 0930 LT
Type of aircraft:
Operator:
Registration:
G-LYDD
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Lydd - Blackpool
MSN:
31-537
YOM:
1969
Location:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
3035
Captain / Total hours on type:
1.00
Circumstances:
The aircraft, which had not flown for over 2 years, had been worked-on during the past days and had to be ferried to Blackpool with two pilots on board. During the takeoff roll on runway 22, at a speed of about 60 knots, a loud report was heard and the outboard section of the right wing disintegrated. The crew abandoned the takeoff procedure and was able to stop the aircraft on the runway. They exited the cabin and were uninjured while the aircraft was damaged beyond repair.
Probable cause:
The exact cause of the double explosion in the right wing could not be determined with certainty. A possibility was that the non-wetted areas of the tanks had become slightly porous during the time that the aircraft had not been in use and consequently may have allowed small leakages of fuel through the porous areas when the tanks had been filled to capacity. The resultant vapour could then have migrated outboard around the edges of the ribs at the end of the tank bay.
Final Report:

Crash of a MBB HFB-320 Hansa Jet in Blackpool: 7 killed

Date & Time: Jun 29, 1972 at 1810 LT
Type of aircraft:
Registration:
D-CASY
Flight Phase:
Survivors:
Yes
Schedule:
Blackpool – Rotterdam – Munich
MSN:
1029
YOM:
1968
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
6
Pax fatalities:
Other fatalities:
Total fatalities:
7
Captain / Total flying hours:
4936
Captain / Total hours on type:
910.00
Copilot / Total flying hours:
1615
Copilot / Total hours on type:
869
Aircraft flight hours:
2274
Circumstances:
The aircraft was one of a number of aircraft of this type used for the carriage of company employees and goods for Messerschmitt-Bolkow-Blohm GmbH. A twice-weekly charter service was operated from Germany to Warton Aerodrome in the United Kingdom or, alternatively, to Blackpool civil airport. D-CASY left Munich on the morning of 29 June 1972 and landed at 09:04 hrs at Blackpool, as Customs facilities were not available at that time at Warton. During the day the aircraft remained on the ground at Blackpool and for most of the time the captain and co-pilot were with it. At 15:20 hrs six of the eight passengers to be carried on the return trip to Germany arrived at Blackpool Airport and, as it was raining, sat in the aircraft, the Auxiliary Power Unit (APU) of which was running. Two more passengers were expected. A flight plan was prepared for Munich via Rotterdam and filed at 15:30 hrs. The two passengers did not turn up at the appointed time and the APU was shut down while the passengers and crew waited in the aircraft. About 16:30 hrs word was received that the two extra passengers were not coming. This meant that extra fuel could be accommodated and a new flight plan direct to Munich could be prepared. It was filed by the first officer, while the captain carried out the pre-flight check. The captain then started the APU and sat in the left hand seat with the first officer in the right hand seat and, according to the passenger who survived the accident, indicated that the first officer should operate the aircraft in command under supervision. The aircraft taxied out and lined up and the surviving passenger saw the right hand wing slat extended when the first officer applied power with the brakes 'on' at the start of the take-off. The port side wing slat and the flaps were outside this passenger's field of view. During the take-off run the aircraft reached its normal rotation speed in the usual distance. However, although the aircraft was travelling fast enough, rotation did not take place and it did not become airborne. The surviving passenger saw the first officer's hand holding the throttles fully open and wondered why the aircraft did not take-off. Then he saw a gesture from the captain indicating that the take-off should be abandoned. The first officer immediately closed the throttles. Observers on the aerodrome heard the engine noise die down approximately 300 metres from the end of the runway. Subsequently brake marks were found commencing in the same area. Braking was not effective, however, and the aircraft left the end of the runway at high speed, in a level attitude with its nose wheel and main wheels in contact with the ground. Shortly before the first impact the surviving passenger noticed the captain's hand on the controls and saw aileron movement. The first collision occurred when the starboard wing tip struck and severed a post supporting one of the airfield runway approach lights. The aircraft continued, colliding with and badly distorting the double track railway lines at the edge of the airfield. The nose wheel of the landing gear was broken off by this impact and some structural damage was done to the underside of the fuselage. Almost immediately beyond the railway lines the aircraft broke through a wall and collided with a row of single storey masonry chalets in the adjacent holiday camp, demolishing six of them and setting them on fire. The wings were broken off during this impact, spilling fuel over the area, but the main part of the aircraft continued its progress, sustaining further structural damage as it did so. The forward part of the fuselage, including the flight deck, was twisted to starboard and progressively destroyed. The final impact brought the aircraft to rest against a second row of chalets which were also badly damaged. The wreckage caught fire and was destroyed. The crew of two and five of the six passengers on board were killed. The sixth passenger, although thrown clear, was seriously injured.
Probable cause:
A failure to unstick, most probable because the elevator gust lock had not been removed during the pre-flight checks. The take-off was abandoned at too high a speed for the aircraft to be brought to rest before colliding with obstructions.
Final Report:

Crash of a De Havilland DH.89A Dragon Rapide in Laxey: 1 killed

Date & Time: Jul 10, 1951
Operator:
Registration:
G-ALXJ
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Blackpool – Jurby
MSN:
6863
YOM:
1950
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
10000
Captain / Total hours on type:
6000.00
Circumstances:
The scheduled cargo flight from Blackpool-Squires Gate Airport to Douglas-Ronaldsway was cancelled due to foggy conditions at destination and the airline decided to fly to the RAF Jurby located in the north side of the Isle of Man. While approaching the island in low visibility, the twin engine aircraft hit a cliff located near Laxey and fell back into the sea. The pilot, Captain Walker, was killed.
Probable cause:
The probable cause of this accident was the failure of the pilot to avoid rising ground when flying at a low altitude in bad visibility.
Final Report:

Crash of a Handley Page H.P.70 Halifax VIII in Berlin

Date & Time: Oct 8, 1948
Operator:
Registration:
G-AKGZ
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Berlin – Blackpool
MSN:
1400
YOM:
1947
Country:
Region:
Crew on board:
5
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Crashed on takeoff at Berlin-Gatow, while on a cargo flight to Blackpool, taking part to the Berlin Airlift. The accident occurred in unknown circumstances and while the aircraft christened 'North Wind' was damaged beyond repair, all five crew members were injured.

Crash of a Handley Page H.P.70 Halifax VIII in Blackpool

Date & Time: Sep 3, 1948
Operator:
Registration:
G-AIHX
Flight Type:
Survivors:
Yes
MSN:
1367
YOM:
1946
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
After touchdown, the four engine aircraft was unable to stop within the remaining distance, overran and came to rest. There were no casualties but the aircraft was damaged beyond economical repair.

Crash of an Airspeed AS.10 Oxford in Blackpool: 1 killed

Date & Time: May 17, 1942
Type of aircraft:
Operator:
Registration:
X7063
Flight Type:
Survivors:
No
Schedule:
Blackpool - Blackpool
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
The pilot, sole aboard, was performing a circular training flight at Blackpool Airport. On final approach, the twin engine aircraft collided with another RAF Airspeed AS.10 Oxford registered L4603 with one pilot on board as well. Following the collision, both aircraft dove into the ground and crashed near a residential area located near the airport. Both pilots on both aircraft were killed.
Crew:
Sgt Orville Norman Elwell.

Crash of an Airspeed AS.10 Oxford in Blackpool: 1 killed

Date & Time: May 17, 1942
Type of aircraft:
Operator:
Registration:
L4603
Flight Type:
Survivors:
No
Schedule:
Blackpool - Blackpool
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
The pilot, sole aboard, was performing a circular training flight at Blackpool Airport. On final approach, the twin engine aircraft collided with another RAF Airspeed AS.10 Oxford registered X7063 with one pilot on board as well. Following the collision, both aircraft dove into the ground and crashed near a residential area located near the airport. Both pilots on both aircraft were killed.

Crash of a Blackburn B-26 Botha I in Blackpool

Date & Time: Apr 22, 1942
Type of aircraft:
Operator:
Registration:
L6210
Flight Phase:
Flight Type:
Survivors:
Yes
MSN:
7866/7
YOM:
1940
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The airplane suffered an engine failure in flight and crash landed on a beach in Blackpool. All three crew members were injured and the airplane was damaged beyond repair.
Crew:
Sgt R. T. Smith +2.
Probable cause:
Engine failure in flight.

Crash of a Blackburn B-26 Botha I in Blackpool: 17 killed

Date & Time: Aug 27, 1941 at 1505 LT
Type of aircraft:
Operator:
Registration:
L6509
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Squires Gate - Squires Gate
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
17
Circumstances:
On the afternoon of Wednesday 27 August 1941 four 256 Squadron Defiants took off from Squires Gate to practice formation flying. Their flight commander (whose name is unrecorded) was recalled back to the aerodrome, and so he handed his flight over to his No. 2, a Sergeant Leonard (RAF). Just after 3.00 p.m. the three Defiants were flying over the sea, a little West of Blackpool Tower, at an altitude of about 2,000 feet and on a North Easterly heading. Some 500 feet below them, flying in a North Westerly direction, was one of 3 SGR's Bothas, L6509. Eyewitnesses on the ground saw the Defiants break formation and, one by one, dive towards the Botha as if making a mock attack and then level out afterwards. Two of the fighters completed the manoeuvre successfully, but as the third Defiant began its dive the Botha suddenly banked to the right and the pilot of the diving fighter, Defiant N1745, JT-P, struck the Botha amidships, cutting it in two and itself losing a wing. The now tail-less Botha stalled and immediately went into a spiral dive, its descent being watched by hundreds-possibly thousands-of shocked civilians and servicemen on Blackpool's seafront. Seconds later it crashed through the roof of the entrance hall of the Central Station, showering aviation fuel over the platforms below, which erupted into a massive conflagration. A huge cloud of thick black smoke quickly rose to a height of several hundred feet over the center of Blackpool. All three occupants of the Botha and both pilots on board the Defiant were killed. At the station, 8 people on the ground were killed while 6 others died the following days.
Botha's crew (3rd SGR):
P/O A. A. Horne, pilot,
P/O K. J. A. Sale, pilot.
Passenger:
Mr. Frank Longson.
Source & photos: http://laituk.org/Botha-Defiant.htm
Probable cause:
In-flight collision with an RAF Defiant following an error on part of the Defiant's crew.