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Crash of a Cessna 208B Grand Caravan in Lerwick

Date & Time: Sep 6, 1999 at 1034 LT
Type of aircraft:
Registration:
LN-PBB
Flight Type:
Survivors:
Yes
Schedule:
Kirkwall - Lerwick
MSN:
208B-0302
YOM:
1992
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
1780
Captain / Total hours on type:
500.00
Circumstances:
The operating company were involved in a Royal Mail contract to deliver mail from Aberdeen to Shetland Islands each day. The crew involved in the accident had flown LN-PBB from Stauning Airport in Denmark to Aberdeen in preparation for a two week period of duty delivering the mail; they arrived at Aberdeen at 1700 hrs on 5 September 1999. The next morning, the crew arrived for duty at approximately 0540 hrs and completed their normal checks of LN-PBB. Shortly after this, the mail arrived and was escorted to the aircraft by the company ground crew. The mail bags were sorted and loaded into the aircraft by the flight and ground crew under the supervision of the commander; the mail had been weighed by Royal Mail and the commander was given written confirmation of the total weight of 1,196 kg. At the completion of the loading, the commander was satisfied that the load was secure and correctly distributed. Prior to departure for Sumburgh Airport, the commander had checked the weather and was aware that it was 'poor' at Sumburgh but the indications were that it would improve; additionally, the weather at Kirkwall Airport was clear if they needed to divert. The aircraft appeared fully serviceable during start, taxi and take off from Aberdeen at 0640 hrs; for the flight to Sumburgh, the commander was the handling pilot. Cruise was at Flight Level (FL)90and, about half way to Sumburgh, ATC advised the crew of the latest weather at Sumburgh which indicated that they would not be able to land there. However, there was a preceding aircraft heading for the same destination and the commander elected to continue towards Sumburgh. Then, once the preceding aircraft crew had declared that they were diverting to Aberdeen, the commander decided to divert to Kirkwall. The diversion was uneventful and the aircraft landed at 0807 hrs. At Kirkwall, the crew uplifted sufficient fuel to bring the total up to the same with which they had left Aberdeen (1,200lb) and waited for a weather improvement at Sumburgh. By approximately 0930hrs, the crew were advised by Kirkwall ATC that the weather had improved at Sumburgh and they prepared the aircraft for departure. Take off was at 0950 hrs with the co-pilot as handling pilot. Cruise was at FL 70 and was uneventful up to the approach and landing. The airport was using Runway 27 as that is the only runway with full ILS. The ATIS information at 1020 hrs was broadcasting the following information: surface wind 340°/07 kt; 9,000 metres in rain; cloud few at 300 feet, scattered at 1,000 feet and broken at 1,600 feet; temperature 12°, dew point 12°; tempo cloud broken 1,500 feet with a wet runway. In accordance with ATC instructions, the crew commenced their descent to 2,000 feet amsl where they were instructed to intercept the ILS from a heading of 300°. Once fully established on the ILS, the commander noted that the co-pilot was having a little difficulty maintaining the aircraft on both the localizer and glide slope. The co-pilot was not sure of the height at which they broke cloud but the commander estimated that they were at 500 feet agl. At this point, the co-pilot considered that they were slightly high and fast; subsequently, the commander estimated the aircraft airspeed as 140 kt as they became visual with the runway. During the final approach, the air traffic controller gave three separate wind reports of 010°/11 kt, 010°/11 kt and010°/10 kt; these reports were based on the two minute mean surface winds. As the aircraft crossed the runway threshold, the co-pilot called out that he had too much speed and that "it wasn't going to work". With no reply from the commander, the co-pilot took this lack of response as an indication that the commander was content. For his part, the commander was concentrating on the runway aspect and, although he heard a comment from the co-pilot, did not make any response. The crew considered that touchdown was approximately halfway down the runway and the co-pilot was aware of the aircraft bouncing before a second touchdown; neither pilot could recall the speed at touchdown. Both pilots applied full foot braking but with little apparent result in retardation. Then, as the aircraft approached the end of the runway, the commander took control and applied full power; this was because he was aware of the concrete blocks positioned off the end of the runway as a sea defence and wished to clear them. The aircraft was now yawed slightly left and positioned to the left of the runway centreline. It left the runway surface, travelled across grass and a public road and came to rest on the concrete blocks.
Probable cause:
The aircraft overran the end of Runway 27 at Sumburgh following a touchdown which was too fast and well down the runway. There was insufficient runway remaining for the aircraft to stop. The landing resulted from a poor approach and no apparent co-operation between the crew. A positive decision from the co-pilot, or better monitoring and an active input from the commander, should have resulted in a go-around and a further approach or a diversion. While this crew may be unusual, it would be appropriate for the operating company to review their procedures to ensure that their crews are operating in a safe manner. The investigation also reviewed the rules under which the flight was conducted. Examination of the weather information available to the crew indicate doubts as to whether the flight could have been completed within the limitations contained within company manuals. Additionally, Article 32A of the UK ANO is not clear; it could be interpreted as only prohibiting flights when the weather conditions are not met at all of the relevant aerodromes. It would be appropriate for the CAA to review the content of Article 32A to ensure that the intent is clear.
Final Report:

Crash of a Vickers 735 Viscount in Kirkwall

Date & Time: Oct 25, 1979 at 1520 LT
Type of aircraft:
Operator:
Registration:
G-BFYZ
Survivors:
Yes
Schedule:
Glasgow – Kirkwall
MSN:
69
YOM:
1955
Location:
Region:
Crew on board:
4
Crew fatalities:
Pax on board:
47
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
14485
Captain / Total hours on type:
3601.00
Copilot / Total flying hours:
13587
Copilot / Total hours on type:
2000
Aircraft flight hours:
25641
Aircraft flight cycles:
16275
Circumstances:
Following an unstable approach, the aircraft touched down initially on its starboard main landing wheels to the left of the centre line, drifting to the right, then n°4 propeller struck the runway. The aircraft bounced and about three seconds later it touched down again on its starboard wheels, striking the runway for the second time to the left of the centre line with n°4 propeller. The commander then called for full power, not knowing that the aircraft was damaged, the copilot however, did not apply any power because he was aware that damage has been sustained. The aircraft diverged to the right, it left the runway then ran parallel along the grass until it crossed the intersecting runway paving where the nose landing gear collapsed. The aircraft came to rest on water-logged grass near the right hand edge of runway 25 and the commander ordered an evacuation which was carried out without injury. There was no fire and the airport fire and rescue services arrived promptly.
Probable cause:
The accident was caused by the commander failing to take overshoot action at an early stage in the approach to land when it became apparent that the approach was unstabilised and the windscreen wiper was unserviceable.
Final Report:

Crash of a De Havilland DH.89 Dragon Rapide in Kirkwall

Date & Time: Dec 27, 1945
Operator:
Registration:
G-ACZE
Flight Phase:
Survivors:
Yes
MSN:
6264
YOM:
1934
Location:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
At liftoff, while in initial climb, the aircraft stalled and crashed on runway. All six occupants were unhurt but the aircraft was considered as damaged beyond repair.
Probable cause:
Loss of control at takeoff due to an engine failure.

Crash of a Consolidated B-24H-20-CF Liberator in St Ola: 13 killed

Date & Time: Mar 31, 1945
Operator:
Registration:
42-50331
Flight Phase:
Flight Type:
Survivors:
Yes
MSN:
766
Location:
Region:
Crew on board:
14
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
13
Circumstances:
The four engine aircraft went out of control and crashed in unknown circumstances in a field located in St Ola, southeast of Kirkwall. A crew member was seriously injured while 13 other occupants were killed, among them six members of the Norwegian Special Forces.
Crew:
2nd Lt Charles J. Allessio,
T/Sgt Trygve Berge,
Sgt Eugene J. Graf Jr,
S/Sgt E. E. Kjelness,
Sgt Edward W. Kussman,
S/Sgt William E. Lewis Jr.,
Tec Leif E. Meland,
Tec Gerald Ottersland,
2nd Lt Henry L. Polansky,
Tec Johannas S. Rorvick,
2nd Lt Frederick William Smickle Jr.,
Tec Eddie O. Sondeno,
Sgt William K. Stevens.

Crash of a De Havilland DH.89A Dragon Rapide in Wideford

Date & Time: Mar 18, 1940
Operator:
Registration:
G-AFEY
Survivors:
Yes
Schedule:
Glasgow – Kirkwall
MSN:
6402
YOM:
1938
Location:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
While approaching Kirkwall Airport, the twin engine aircraft hit a hill in Wideford, some 5 miles northwest of the airfield. All six occupants were injured while the aircraft was wrecked. For unknown reason, the pilot was performing the approach at a too low altitude and did not sea the hill.

Crash of a De Havilland DH.84 Dragon off Inverness

Date & Time: Jan 8, 1935
Type of aircraft:
Operator:
Registration:
G-ACGK
Flight Phase:
Survivors:
Yes
Schedule:
Inverness – Kirkwall
MSN:
6033
YOM:
1933
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Shortly after take off from Inverness Airport, while climbing, the twin engine aircraft stalled and crashed in the Beauly Firth. All three occupants were injured while the aircraft was lost.

Crash of a De Havilland DH.84 Dragon 1 in Kirkwall

Date & Time: Aug 29, 1934
Type of aircraft:
Operator:
Registration:
G-ACCE
Flight Type:
Survivors:
Yes
Schedule:
Dalcross – Kirkwall
MSN:
6010
YOM:
1933
Location:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
The crew was completing a cargo flight from Dalcross to Kirkwall. The airplane crashed for unknown reasons while landing at Kirkwall Airport. Both occupants were injured and the airplane was destroyed.