Inverness

The aircraft and its commander were concluding the fifth sector of the day when, shortly after starting a descent for Inverness, the aircraft’s rate of descent became unsteady and it started to turn left. The available evidence indicated that the aircraft struck the ground in a steep, left, spiral dive. The extreme fragmentation of the wreckage suggested a high impact speed, probably in the region of 350 kt. Major airframe and powerplant failures were discounted but otherwise, there was insufficient evidence to draw firm conclusions about the reasons for the sudden deviation from controlled flight and secondly, the absence of any evidence consistent with an attempt to recover from the dive. Two safety recommendations made recently to the EASA concerning flight recorders were re-iterated.

At 2300 hrs the two Tingwall fire attendants opened the airstripfor the returning flight. The airstrip lights were turned on and the fire appliance made ready. The firemen reported that,sometime later, the pilot radioed Tingwall asking for the wind speed and direction. This was passed as 090° to 120°/20 kt. One of the firemen also reported that at the time there was veryfine drizzle but the visibility was good. Analysis of recorded radar data from the radar head at Sumburgh confirmed that the aircraft routed over Lerwick and then flew north turning west inland over Kebister Ness. The doctor reported that, on approaching Lerwick he could see the lights of the town and the visibility was good enough for him to identify his house. The aircraft then turned southwards to join downwind right hand for Runway 02. The doctor stated that there were not many lights on the ground to the north of the airstrip but some to the south in the vicinity of Veensgarth. He also stated that the ride at this stage was moderately turbulent. At the end of the downwind leg the aircraft banked 'sharply' to the right to position on finals. It had, however, been blown through the centreline by the gusty easterly wind and was to the left of the required approach. The doctor confirmed that although the aircraft appeared to be at the correct height for its position he could see that when they were lined up the airfield lights were to the right of the windscreen. The pilot, unable to complete the approach, carried out a go-around to the left of the runway,climbed to 550 feet and turned right to enter the downwind leg again. The doctor reported that the engines sounded normal throughout this manoeuvre and the runway lights were clearly visible again as the aircraft became established on the downwind track. Several witnesses saw the aircraft fly downwind and turn onto the final approach. One witness, positioned on higher ground to the east of the runway threshold, stated that the aircraft flew downwind along the line of the houses at Veensgarth and 'asit turned it descended all the while'. Radar information shows that for this second attempt the pilot extended the downwind legby approximately 800 metres before turning towards the airfield. The rapid turn onto finals was described by the doctor as being very steep but without the increase in 'g' that he would have expected for such an steep angle of bank. The nurse described the sensation as 'the aircraft dropped, with my cheeks and whole body being forced upwards'. Throughout the turn the pilot was seen by the passengers to be generally looking to the right, presumably for the airfield. Seconds later the aircraft hit the ground. After the impact the nurse found herself still in her seat with the aircraft in an upright position. She was relatively uninjured and soon released her seatbelt, released her trapped right foot and struggled clear of the wreckage through the open right rear aircraft window. She ran around the tail section to the doctor and released debris from around his head. Unable to move him because of his injuries, she ran to a nearby house to summon the emergency services. The doctor, although seriously injured, remained conscious throughout and managed to clamber clear of the aircraft to lie on the round some ten feet from the wreckage. The pilot had received fatal injuries at impact.

The aircraft took off at 2055 hrs and the ATC stated that the take-off appeared to be normal. However, three witnesses standing outside the terminal buildings state that the aircraft appeared to maintain an unusually level flight path, about 100 feet, until they lost sight of it behind the buildings. Whichever of these take-off profiles was followed, the aircraft climbed ahead to a position short of Inverness town, and returned on an approximately reciprocal track to intercept and take up the 175° radial from the VOR beacon on the airfield. Approximately 4 minutes after takeoff, the aircraft was seen flying, apparently level, in a southerly direction at a height which was unspecified but low enough to be below the main cloud base. Less than a minute later a 'dying orange glow' was seen in the area of the accident site. A search was commenced shortly afterwards but due to uncertainty about the aircraft's position it was not until early on the morning of 21 November, when the weather cleared, that the wreckage of the aircraft was found. The aircraft had flown into the side of a hill at 1,600 feet amsl and disintegrated on impact. There were only small areas of locally contained fire. The pilot, sole on board, was killed.

The aircraft was engaged in a three hour routine training flight out from RAF Kinloss. Shortly after takeoff, weather conditions deteriorated with low clouds, fog, turbulences and icing conditions. While cruising at low height, the airplane struck the top of a hill at Creag Bhan. The aircraft disintegrated and all 13 occupants were killed.
Crew:
S/Ldr Michael Charles McCallum, pilot,
F/O Terence Charles Swinney, copilot,
F/O David John Evans, copilot,
F/Lt Bruce George Wishart Mackie, navigator,
F/O Ralph Joseph Fonseca, navigator,
Sgt Malcolm Arthur Jones, air engineer,
F/O John Verner Young, air electronics officer,
F/Sgt David John Harris, air electronics operator,
Sgt Michael Barry Bowen, air electronics operator,
Sgt Charles Peter Matthews, air electronics operator,
Sgt Kenneth Browne Hurry, air signaller.
Passengers:
S/Ldr Harry Harvey, air electronics officer,
P/O Iain Campbell MacLean.

Few minutes after takeoff from RAF Kinloss, en route to Belfast, the crew informed ATC that the engin number three oversped and caught fire. Shortly later, the engine detached and the crew was forced to shut down the engine number four. In such conditions, the crew decided to divert to Inverness Airport but out of control, the airplane lost height and crashed in a field located in Culloden Moor, about 4 miles southwest of the airport. People taking part to an open air party were able to evacuate all five crew members who were injured. The aircraft was destroyed.
Crew:
F/Lt J. Gladstone, pilot,
F/O Jim Lee, copilot,
John Mepham, flight engineer,
Jamie Hamilton,
John R. Hudson.

The pilot, sole on board, was performing a local training sortie at Inverness (RAF Dalcross) Airport. During a third approach procedure, the twin engine aircraft went out of control and plunged into the Moray Firth, few hundred yards off shore. The aircraft was lost and the pilot was killed.
Crew:
P/O John Alfred Rogers.

On final approach to Inverness Airport, the twin engine aircraft went out of control and crashed in a field located few hundred yards short of runway threshold. The pilot, sole on board, was killed.

The aircraft was completing a flight from Wick to RAF Lossiemouth. While flying over the Moray Firth, the aircraft went out of control and crashed into the sea off Inverness. Despite significant SAR operations, no trace of the aircraft nor the crew was found.
Crew (782nd Squadron):
Lt Anthony J. E. Howey,
LAC Cyril A. Tilbury,
LAC Frederick J. Burton,
LAC John Graham,
LAC William Thompson
F/Sgt Frank S. Barnes,
LAC Leslie Bool,
AC2 Sidney J. W. Clark,
AC1 Kenneth Douglas Drage,
LAC John Garden,
Cpl Edward F. J. W. Hoare,
AC1 Kenneth R. Morse,
F/Lt Walter H. Nicholson,
Sgt Eric J. M. Riordan,
AC1 James S. Stevenson 3.

The airplane departed Inverness on a flight to RAF MacMerry, carrying a crew of four. Shortly after takeoff, while climbing, the left engine failed. The airplane stalled and crashed in shallow water in the Moray Firth. A crew was drowned and three others were rescued. The airplane was destroyed.
Crew:
P/O Walter Robert Mummery, pilot,
Sgt William Jack Owen Nightingale, observer, †
Lt K. A. Whittome,
Sgt J. H. Field, wireless operator and air gunner.

The twin engine airplane departed Glasgow-Renfrew Airport on a schedule service to Wick with an intermediate stop in Inverness, carrying five passengers and one pilot. En route, the airplane suffered a double engine failure and the pilot attempted an emergency landing when the airplane crashed in a pasture located near Dunbeath. All six occupants were injured and the aircraft was damaged beyond repair. Nine days later, on May 30, the pilot died from injuries sustained.