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Two die in London plane crash
Oct 22 2005
10:29:50:317PM
A student pilot and his instructor have been killed after their small plane crashed on the outskirts of
London.
London - A student pilot and his instructor were killed on Saturday when their small plane crashed on the outskirts of
London.
The single-engine Piper Tomahawk crashed near a house in the Biggin Hill area in London's southern outskirts shortly after
taking off from a nearby airfield.
The pilot reported a problem before losing control and apparently spiralling down, said Sergeant John Feeney of Kent Police.
He didn't name the two men, who were confirmed dead at the scene by ambulance staff.
The director of Biggin Hill Airport, Peter Lonergan, said the pair took off early on Saturday in a dual-controlled Piper
Tomahawk PA38.
He said the Air Accident Investigation Bureau was conducting an inquiry and that the airport would conduct its own investigation
into the incident.
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Two killed as light aircraft crashes
2.32PM, Sat Oct 22 2005
A flying instructor and his pupil have been killed instantly when their light aircraft crashed in a residential
street near Biggin Hill airport.
The aircraft landed in a road in front of a detached house, close to some fields.
London Ambulance were called to the scene at Victoria Gardens near Oaklands Lane in Kent and the two men were pronounced
dead.
A Scotland Yard spokeswoman said: "Police were called around 9.39am to reports of a light plane having made a hard landing
at Victoria Gardens. Next of kin have not been informed."
Part of the white plane, which had blue markings, could be seen behind tarpaulins which covered the crash site.
Police had cordoned off a small part of the street and fire officers could be seen surveying the wreckage.
Sergeant John Feeney, an officer based at Bromley, and who was one of the first on the scene said: "The light aircraft
was taking off from Biggin Hill at 9.30. It's an instructor with twenty years experience and a recruit he's trying to train.
"Shortly after taking off he's radioed to say there's some problem on the aircraft. At that stage, within seconds after
that he's going out of control.
"From the way it landed we believe it spiralled down, giving the pilot very few options. Credit to him, he's been able
to land there rather than collide with houses."
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Tomahawk safety article
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On December 8, 2002, about 1650 central standard time, a Piper PA-38, N2585B, registered to and operated by
Pensacola Aviation Limited LLC, as a Title 14 CFR Part 91 instructional flight ran off the taxiway after landing at Pensacola
Regional Airport, Pensacola, Florida. Visual meteorological conditions prevailed, and a visual flight rules flight plan was
filed. The student pilot was not injured, and the airplane incurred substantial damage. The flight originated in Monroeville,
Alabama, the same day, about 1615.
The student pilot stated that he was returning from a solo cross-country flight, and had executed the landing
flare touchdown, and subsequent rollout, but the airplane was moving a little fast. The student further stated that the FAA
tower controller instructed him to "turn right at Taxiway D", and as he applied the brakes and attempted to comply, the airplane
departed the taxiway and collided with a taxiway sign. As a result of the impact, there was damage to the airplane's fuselage
and its right wing. The student said that prior to the accident there had not been any mechanical failure or malfunction to
the airplane or any of its systems.
DUH!
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On April 20, 2003, about 1730 mountain daylight time, a Piper PA-38 Tomahawk, N9705T, sustained substantial
damage during an off airport forced landing following a loss of engine power near Trident, Montana. The airplane is registered
to Aero Flight School of Belgrade, Montana, and was being operated as a visual flight rules (VFR) personal/pleasure flight
under the provisions of Title 14, CFR Part 91, when the accident occurred. The private pilot, the sole occupant of the airplane,
was not injured. Visual meteorological conditions prevailed and no flight plan had been filed. The cross-country flight originated
from Gallatin Field, Bozeman, MT (BZN), with a stop at Helena Regional, Helena, MT (HLN) and a planned return to BZN.
During a telephone interview and subsequent written statement, the pilot reported that the purpose of the flight
was to use up the aircraft's fuel in order to perform a weight and balance. The pilot also stated that he felt he had enough
fuel on board for the round trip. Approximately thirty minutes after leaving Helena Regional (HLN), the engine experienced
a complete power loss.
Following the loss of power, the pilot elected to land in a nearby field. After a "hard" landing, and during
the landing rollout, the airplane collided with a fence post resulting in substantial damage.
Personnel who recovered the airplane reported that both fuel tanks were empty.
DUH!
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On August 27, 2002, about 1210 eastern daylight time, a Piper PA-38-112 (Tomahawk), N4307E, was substantially
damaged during a forced landing into trees, after a loss of engine power, near Athens, Ohio. The certificated student pilot
was not injured. Visual meteorological conditions
prevailed for the solo flight destined for Fairfield County Airport (LHQ), Lancaster, Ohio. A visual flight
rules flight plan was filed for the instructional flight conducted under 14 CFR Part 91. The flight departed from Wood County
Airport (PKB), Parkersburg, West Virginia, about 1150.
According to the student pilot, the airplane was based at LHQ, and she had planned a round-trip cross-country
flight to PKB. The fuel tanks were "topped off" the day before the accident, and after the fueling, another pilot flew the
airplane. The following day, before departing LHQ, the student pilot observed that left fuel tank was full and the right fuel
tank had approximately 12 gallons. The student pilot flew the airplane to PKB with the fuel selector positioned to the right
tank, and landed uneventfully. The student pilot added that she did not switch tanks because she thought there was enough
fuel in the right tank for the round-trip flight. During the return leg, while in cruise flight about 3,000 feet msl, the
engine lost all power. The power loss occurred approximately 20 minutes after departing PKB. The student pilot did not switch
fuel tanks because the right fuel gauge indicated mid-range, and she believed that adequate fuel remained in the right tank.
The student pilot subsequently performed a forced landing into trees, and the airplane came to rest inverted.
Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the left fuel
tank had remained intact, and was full of fuel. The right fuel tank had ruptured, but the inspector did not observe any evidence
of fuel spill from the right tank. The right fuel tank contained about 1 gallon of fuel.
The inspector further stated that the airplane was flown 1.1 hours prior to the student pilot's flight. Review
of fueling records confirmed that 15.6 gallons of fuel was added on August 26.
The inspector subsequently interviewed the student pilot and flight instructor. The flight instructor stated
that he had met with the student pilot prior to the solo flight. He provided instruction, and entered the proper endorsements
into the student's logbook. During the instruction, the flight instructor told the student pilot to fly out on the right tank,
and fly back on the left tank. The student pilot confirmed the flight instructor's statement.
The distance between LHQ and PKB was approximately 61 nautical miles. Review of a Piper Tomahawk Information
Manual revealed that the airplane was equipped with two 16-gallon fuel tanks, and each tank held 1 gallon of unusable fuel.
Further review of the manual revealed that: at best power mixture, at 75-percent power, the engine consumed 6.5 gallons of
fuel per hour.
Review of a discrepancies form for the accident airplane revealed that an inaccurate right fuel tank gauge was entered on July 12 and August 26, 2002. However, no corrective actions were noted.
DUH!
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On August 14, 2002, at 1130 Pacific daylight time, a Piper PA-38-112 Tomahawk, N4334E, sustained substantial
damage during an off airport forced landing following a loss of engine power approximately one-half mile west of the Darrington
Airport, Darrington, Washington. The private pilot and passenger sustained minor injuries. The airplane was being operated
as a visual flight rules (VFR) personal pleasure flight under the provisions of Title 14, CFR Part 91, when the accident occurred.
Visual meteorological conditions prevailed and no flight plan had been filed.
In a written statement dated October 26, 2002, the pilot reported that shortly after takeoff from the Darrington
Airport the airplane's engine "momentarily lost power." He reported that the engine regained power, but again quit. This continued
15-17 times and the pilot elected to make an off-airport landing to a nearby field. He reported that during the landing rollout
the airplane collided with a fence and drainage ditch resulting in substantial damage.
In his written statement the pilot reported that the airplane lost power during the previous takeoff attempt.
Following the loss of power, and aborted takeoff, the pilot completed a run up and full power check with no noted anomalies
or malfunctions. Following the power check, the pilot initiated the second takeoff attempt (accident flight).
Post accident examination of the aircraft by maintenance personnel from Aviation Inspection and Repair, Inc,
disclosed that the gascolator gasket found on the accident airplane was the incorrect size. The gasket measured 1-3/8 inches
(inside diameter) by 1-15/16 inches (outside diameter).
According to Piper Aircraft, the airplane manufacture, the gascolator gasket (part number 462-049) measures
1-7/8 by 2-3/16 inches respectively. Maintenance personnel reported that the undersized gasket allowed the passage of air
into the closed fuel system resulting in irregular fuel pressure to the engine (report attached).
Maintenance records indicated that the aircraft's last inspection, an annual inspection, was completed on June
15, 2002.
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On June 2, 2001, at 1350 central daylight time, a Piper PA-38-112 (Tomahawk) single-engine airplane, N2495C,
was substantially damaged during a hard landing at the Amarillo International Airport, Amarillo, Texas. The airplane was registered
to Panther Aviation, Inc. and operated by Cleburne Aviation Services, both of Cleburne, Texas. The private pilot, sole occupant,
was not injured. Visual meteorological conditions prevailed, and a visual flight rules (VFR) flight plan was filed and activated
for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from Cleburne, Texas,
at 1040.
The pilot reported to the NTSB investigator-in-charge that prior to turning final, he completed the before landing
checks. While on final approach to runway 04, the engine "sputtered a little, like losing a magneto, carburetor icing, or
fouled spark plugs." There was a strong right crosswind so he crabbed the airplane into the wind. Prior to landing, he aligned
the airplane with the runway, and the wind began pushing the airplane to the left. The pilot initiated a go-around by applying
full throttle and turning off the carburetor heat; however, the engine began to "sputter."
Subsequently, the airplane landed "hard" on its left main landing gear, bounced several times, veered left,
and exited the runway onto the grass. While on the grass, the airplane porpoised several times collapsing the nose landing
gear. The airplane came to a rest on its nose.
According to the FAA inspector, who responded to the accident site, the nose wheel was folded under the airplane,
the firewall was buckled, and the engine was displaced downward and to the left.
At 1410, the reported wind at the Amarillo International Airport was from 140 degrees at 14 knots gusting to
19 knots.
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On August 22, 1996, at 1241 Pacific daylight time, a Piper PA-38-112, N2465K, registered to and operated by
Jack's Aircraft as a 14 CFR Part 91 instructional flight, collided with the terrain shortly after takeoff from the Sisters
Airport, Sisters Oregon. Visual meteorological conditions prevailed at the time and a visual flight rules flight plan was
filed. The airplane was substantially damaged and the flight instructor and student pilot were seriously injured.
In a written statement, the flight instructor reported that he does not recall any of the events of the accident
due to serious head injuries, however, he does recall that the flight to Sisters was uneventful. After landing, the flight
instructor recalls opening the door to the airplane and feeling that the temperature was cool. The instructor felt that the
conditions may not produce the density altitude affect and aircraft performance that he wanted for the lesson. The instructor
stated that he did not remember anything else after this point.
During a telephone interview and subsequent written statement, the student pilot reported that they had departed
from Lebanon earlier in the day for a round trip cross country flight to Sisters. The student reported that the flight from
Lebanon was uneventful except that the stall warning horn continuously sounded. After a full flap landing was made at Sisters
on runway 2, the student stated that they closed the flight plan and walked around before departing back to Lebanon. The student
reported that he does not recall if the flaps were retracted prior to beginning the takeoff roll, and that he was uncomfortable
about taking off. The student stated that he was aware that the airplane was heavy, and that he and his flight instructor
talked about density altitude effects prior to departing from Lebanon. The student opted to follow on the controls with the
flight instructor for the ground roll and rotation. At this point, the student stated that the flight instructor took full
control of the airplane. During the climb-out, the student noticed that the airplane was in a nose high attitude and the airspeed
was decreasing below 70 knots. The student stated that he called out the airspeed as the airspeed decreased to 55 knots. The
student stated that at this time he lightly pushed forward on the control yoke, however, the instructor pulled back and the
airspeed decreased to 40 knots and the airplane entered a stall. The student stated that the nose dropped and the airplane
did an "immediate 70 degree left bank and immediate 70 degree right bank." The airplane then nosed down and collided with
the terrain with the right wing low.
The student pilot reported that there were no mechanical failures or malfunctions with the airplane at the time
of the accident.
The wreckage was located approximately one-quarter mile off the end of runway 2, and one-quarter mile north
on hilly terrain. The Northwest Airport/Facility Directory for the Sisters Eagle Air airport states "Rising terrain off departure
end of Rwy 02. Check density altitude/acft performance prior to takeoff." At the time of the accident, the temperature was
approximately 85 degrees. Density altitude was calculated at 5,252 feet.
The weight and balance was calculated for this leg of the flight from data provided from both pilots, and weight
and balance calculations from the Tomahawk Pilot's Operating Handbook. The calculations indicate that the gross weight of
the airplane was exceeded by approximately 100 pounds.
During the post crash inspection of the airframe, the wing flaps were found in the fully extended position.
The elevator trim tab was found in the nearly full nose up position. Both fuel cells were ruptured and only a small amount
of fuel was present at the time of the inspection. The engine was examined and no evidence of a mechanical failure or malfunction
was found.
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