What happened
On 13 July 2012, a Reims Cessna FRA150M, registration G-BDOW, was conducting a series of short flights at Newcastle Airfield, Co. Wicklow, as part of a pre-purchase assessment. During the second flight of the afternoon, the pilot was flying the aircraft when a passenger noted a brief drop in engine RPM. Although the pilot did not immediately notice the fluctuation, the decision was made to return to the airfield for landing.
As the aircraft approached Runway 36 on short finals, the pilot configured the plane with full flaps and applied carburettor heat. At an altitude of approximately 150 feet, the engine suddenly stopped. The pilot attempted a shallow turn to avoid a piece of machinery parked near the airfield boundary, but the aircraft struck a timber fence and slid into a water-filled ditch. The two occupants, a pilot and a passenger, escaped the wreckage without injury, though the aircraft sustained substantial damage and was deemed beyond economic repair.
The investigation
The AAIU examined several potential causes for the sudden engine failure, specifically looking into fuel starvation and carburettor icing. While the pilot confirmed that the tanks had been checked and contained sufficient fuel for the intended flights, investigators noted that the aircraft's fuel outlets are positioned in a way that a nose-down attitude—such as that experienced during a high-flap approach—could potentially uncover the outlets and lead to fuel starvation.
Additionally, investigators reviewed the atmospheric conditions. The humidity levels that day presented a moderate to severe risk of carburettor icing. The investigation also looked into the pilot's use of the carburettor heat control, noting that the procedure used during the descent did not align with the manufacturer's flight manual or established best practices.
Findings
- The engine failure occurred at a low altitude, and the exact cause remains undetermined, though carburettor icing or fuel starvation are the most likely factors.
- The pilot's application of carburettor heat during the final stages of the flight was not in accordance with the aircraft's Flight Manual or recommended best practices.
- There was a significant delay in the notification of the Dublin Fire Brigade, with the first recorded alert arriving approximately 25 minutes after the initial emergency call was made to the 999 service.
Safety action
- It is recommended that the Department of Communications, Energy and Natural Resources work with emergency call providers to ensure that any 999 calls related to aviation accidents trigger an immediate, simultaneous notification to all relevant emergency services.