Somerset

The aircraft was approaching Dunkeswell Airfield, Devon after an uneventful flight from Fairoaks, Surrey. The weather at Dunkeswell was overcast, with rain. The pilot held an IMC rating but there is no published instrument approach procedure at Dunkeswell. As the aircraft turned onto the final approach, it commenced a descent on what appeared to be a normal approach path but then climbed rapidly, probably entering cloud. The aircraft then seems to have stalled, turned left and descended to “just below the clouds”, before it climbed steeply again and “disappeared into cloud”. Shortly after, the aircraft was observed descending out of the cloud in a steep nose-down attitude, in what appears to have been a spin, before striking the ground. All four occupants were fatally injured.

For undetermined reason, the four engine aircraft landed hard. The pilot-in-command was able to stop the aircraft onto the runway and none of the 63 occupants were injured while the aircraft was considered as irreparable.

Before leaving Dublin no landing forecast for Lulsgate was available but the forecast conditions for Filton, 10 miles north of Lulsgate, were well above the company minima of 260 ft critical height and 800 rn RVR. About 25 minutes before commencing the approach to land and whilst the aircraft was on the airway near Strumble, the latest weather conditions for Lulsgate obtained by radio from air traffic control, showed that there was 3/8 cloud at 1 000 ft, visibility was 1 500 m with the sun tending to disperse cloud and mist. After leaving the airway, the aircraft was positioned by Lulsgate radar for an approach to runway 28 on a right-hand base leg. At 0752 hours GMT before the final approach was commenced, the latest weather conditions were passed by the Lulsgate rabar controller who was also the approach controller, these conditions showed a surface wind northerly 8 to 10 kt, QFE 979, QNH 1 001, visibility in mist 1 800 m. During the final turn on to the approach at 6 miles, the aircraft drifted to the left of the extended centre line which was regained closing from left to right during the final descent. At five miles from touchdown, still to the left of the centre line, a descent from 1 500 ft (QFE) was commenced at a rate of 300 ft per mile with advisory altitudes being passed every half mile. The air was calm and the commander was able to achieve a high degree of precision during the approach; heights were accurately flown during the descent and the aircraft's track, cow verging on the centre line, was steady, When the aircraft was between 3 and 34 miles from touchdown, the controller informed it that visibility had deteriorated to 1 200 m. At two miles, when steering 2950, the aircraft intercepted the approach centre line and its heading was corrected to 290°; at one and a half miles at 500 ft, a further heading correction was made on to 287°. A drift to the right, away from the centre line, became apparent when the aircraft was between 1 and 12 miles from touchdown and the controller gave further corrections to the left to 285° and 280°. At one mile from touchdown at 350 feet, a further left correction to 275° was given but the aircraft continued to track to the right of the centre line. At half a mile from touchdown, when the talk-down was complete, the controller informed the aircraft it was well to the right of the centre line and that it should overshoot if the runway was not in sight. Shortly afterwards the aircraft was seen, by a controller, heading towards the control tower before commencing its corrective turn to the left. The commander, who was at the controls of the aircraft, said it was possible to refer to the ground and natural horizon until passing through about 650 ft when a thin layer of cloud followed by misty conditions required the remainder of the approach to be made on instruments. Whilst descending through 300 ft, the commander asked the co-pilot if he could see anything but just as he replied in the negative the commander saw the approach lights ahead and to his left and he promptly commenced an 'St turn to line up with them. As he did so he called for 400 of flap and less power in order to reduce the airspeed from 130 kt to about 112 kt. During this phase, he lost contact with the lights "for some seconds" but he elected to continue the approach because the last reported visibility was 1 200 rn and he was confident the runway lights would shortly appear ahead. When they came into view the aircraft was over the left-hand side of the runway and not properly aligned with it; the commander said he attempted to turn on to the runway centre line as he flared out for the landing. During this manoeuvre, although he was not aware of it, the starboard wing tip and No. 4 propeller struck the runway; the aircraft then touched down on all its wheels with considerable port drift. The commander took overshoot action, applying full power, calling for 20° of flap and the undercarriage to be raised; the airspeed had, in the meanwhile, fallen below 100 kt. The commander realised that the aircraft was not accelerating normally and saw that it was headed towards buildings on the northern perimeter of the aerodrome; rather than risk flying into these obstructions, he flew the aircraft on to the ground with its undercarriagi retracting. The aircraft touched down starboard wing first, ground-looped tb the right as it slid along the remaining section of the adjacent runway, then crashed tail first through a fence. Ten of the occupants of the passenger cabin were injured, three of them seriously; fire did not break out; rescue and fire vehicles arrived promptly on the scene. The accident occurred at 0759 hours.

On final approach to RAF Locking, while on a flight from Gosport, the aircraft was too low and hit with its left main gear a double-decker bus carrying 22 RAF Airmen. The left main gear was sheared off, the pilot continued the approach and was able to land. On touchdown, the aircraft skidded on runway and came to rest. All four occupants were unhurt while the aircraft was damaged beyond repair. The bus was destroyed and eight crew were killed while 14 others were seriously injured. For unknown reason, the pilot was performing a too low approach and did not realized the presence of the bus.

Shortly after liftoff from RAF Merryfield, while in initial climb, the captain made a turn to the left when the aircraft hit the slope of the Castle Hill located 4 miles from the airport. The aircraft was destroyed by impact forces and all 27 occupants were killed.
Crew:
F/Lt L. Mielecki, pilot,
F/O G. T. Miers, copilot,
F/O S. Kleybor, navigator,
F/Sgt J. Anderson, flight engineer,
F/O A. Wize, wireless operator.
Passengers:
Sig R. O. Anderson,
Sig R. C. Anderson,
Sig J. H. Attwood,
Sig D. B. Benjamin,
Lt P. T. Biles,
Sig A. T. Birch,
Sig J. W. A. Brewis,
Cpt H. C. Buck,
Sig W. A. Charlton,
Sig A. E. Clark,
Sig L. J. Curry,
Sig H. Donovan,
Sig L. H. Downes,
Sig L. R. Dyer,
Sig P. B. Fairbairn,
Sig R. D. Farrance,
Dri B. W. Fox,
Sig F. W. Gent,
Lt A. G. Quick,
Maj H. W. G. Staunton,
Sig R. Williams,
Sig C. Williams.

In the morning, the airplane departed RAF Brawdy for a sortie but was unable to return to base due to poor weather conditions. The crew diverted to RAF Westonzoyland where it landed at 1245LT. The crew departed RAF Westonzoyland in the early afternoon for a meteorological survey mission over the Atlantic. In the evening, while returning to base, the crew encountered poor weather conditions and the visibility was limited due to fog. Also, communications between the crew and ATC seemed to be interrupted. While completing an extended circuit to land, the airplane impacted the slope of a hill located in the Quantock Hills, about 20 km west of RAF Westonzoyland. The wreckage was found about 1,5 km northeast from the village of Crowcombe. All nine crew members were killed.
Crew:
P/O Keith Gordon Proverbs, pilot,
F/O John Joseph Frederick Hobden, pilot,
F/Sgt Dennis Norman Everett, flight engineer,
F/O Lindsay George McMillan, navigator,
F/O Patrick Alfred Bee, wireless operator,
W/O Roy Donald Cartwright, wireless operator,
F/Sgt Robert William Vinton, wireless operator,
Sgt John Macilrick Bryce Gordon, meteorologist,
Sgt Louis Grimble Groves, meteorologist.

While on a training sortie, the four engine aircraft went out of control and crashed into the Bristol Channel, off Weston-Super-Mare. All 7 crew members were killed.
Crew (166th Squadron):
P/O G. Barlow,
F/S A. R. Kirschner,
Sgt C. E. Butler,
F/O J. Doyle,
F/S R. .J Sullivan,
Sgt W. F. G. Edge,
Sgt W. Gibson.

The aeroplane was an Airspeed Oxford MK 1 registered number L4616 operated by the RAF 3 Flight Instructor School (3 FIS) and was being flown on that day from RAF Lulsgate Bottom. (now the site of Bristol Airport). The aircraft was being flown by Flight Lieutenant (FL) Peter Marshall Cadman DFC (Distinguished Flying Cross) under the instruction of Flying Officer (FO) Harold Henry Victor Roots. Both pilots were attached to 3 FIS. Some time into the training flight, a fire started in the region of the rear of the port engine nacelle that spread to the port engine and wing. It is believed that FO Roots attempted a crash landing but due to damage to the flaps and control surfaces the aircraft dove into the ground at an angle of 30 degrees. The crash was witnessed by a 16 year old farm boy who went to assist but realised the fate of both pilots.
Thanks to Simon Roots for his testimony.

The airplane departed RAF St Eval on a mine laying operation off Lorient. While returning to RAF Wigsley (main base), the right propeller detached. Out of control, the airplane dove into the ground and crashed near Watchfield, killing the entire crew.
Crew:
F/Lt Alan Herbert Metcalfe, pilot,
Sgt Frederick Max Donohoe,
F/O James Albert Sayer,
F/Sgt George Stevenson Wilson, wireless operator.

Shortly after takeoff from RAF Westonzoyland, the twin engine airplane went out of control and crashed near the airbase. Both crew members were killed.
Crew:
F/Lt John Ronald Melville Sales, pilot,
Sgt Hugh Walter Bellingham, air gunner.