Incident Overview
On 16 August 2025 at 1805 UTC, a Britten-Norman BN2A Islander (registration VP-MNI) experienced a serious incident at John A. Osborne Airport, Montserrat. The aircraft, powered by two Lycoming O-540-EC45 piston engines and manufactured in 1971, was conducting a commercial air transport passenger flight. The sole crew member and two passengers were uninjured.
History of the Flight
The incident pilot had completed a training requirement on 15 August 2025, flying two approaches and landings on Runway 28 with a company training captain. On 16 August, the pilot operated two sectors from Montserrat to Antigua and return. Another BN2 Islander that departed ahead reported windshear, turbulence, and strong up/down drafts on climb out. The incident pilot's departure was described as without incident.
On return to Montserrat, Runway 28 was in use. Air Traffic Control (ATC) passed wind information: 240° at 7 kt, occasionally 240° at 14 kt gusting 26 kt. Another BN2 Islander ahead warned of windshear and turbulence on approach. The pilot described conditions as "very bumpy and turbulent," with strong right drift from 7 nm out, requiring full left aileron and right rudder along with right rudder trim. The first approach was unstable, and the pilot initiated a go-around.
On the second approach, the pilot continued despite similar conditions, stating he was "in a position to execute a good landing within the touchdown zone." Within a few feet of touchdown, a gust caused the aircraft to float further than anticipated. The pilot believed the aircraft did not touch down; as he passed Taxiway Alpha, he initiated a go-around. A video from the Airfield Fire and Rescue Service showed the aircraft touch down before Taxiway Alpha, bounce, remain airborne, then touch down a second time with approximately 200 m of runway remaining. The pilot reported airspeed of 75/80 kt but the aircraft would not lift off. It crossed the Runway 10 threshold, striking two lights, then sank below runway elevation before recovering.
The pilot diverted to Antigua. During pre-landing checks, no pressure was observed on the left mainwheel brake; the left brake calliper was seen hanging from the hydraulic hose. The pilot informed ATC of no brakes. The aircraft landed safely, decelerated, and exited the runway using differential thrust.
Aircraft Damage
Damage was limited to the left mainwheel brake calliper and two airfield lights at the Runway 10 threshold.
Meteorological Conditions
The Terminal Aerodrome Forecast (TAF) issued at 1137 hrs indicated wind from 210° at 9 kt, with temporary conditions of wind 210° at 15 kt gusting 25 kt, visibility 4,000 m in thunderstorms, and few cumulonimbus clouds at 1,400 ft above aerodrome level. The METAR at 1800 hrs reported wind 270° at 12 kt, visibility greater than 10 km, and few clouds at 1,900 ft aal.
Pilot Information
The commander held a Commercial Pilot's Licence, age 31, with 1,868 total hours (49 on type, 640 on class). The operator's training manual required a minimum of 100 hours on type for operations to Montserrat per Governor's instructions; the pilot had 49 hours. The operator's manual specified stabilised approach criteria to be achieved by 500 ft aal in VMC, but no reference was made to persistent full-scale control deflections.
Operational Context
The Governor had issued special instructions for Air Operator Certificate (AOC) operators at Montserrat due to challenging conditions, including a crew training programme. The company operations manual permitted crosswind operations up to 30 kt (15 kt on contaminated runways). The crosswind at Montserrat was within limits. The operator's manual cautioned on windshear dangers and required immediate recovery action if encountered.
The pilot had completed a check in accordance with Governor's instructions, but did not meet the 100-hour type requirement specified in the operator's manual (which was intended to reflect the Governor's instructions).