Accident Overview
On 15 November 2013, at 1158 UTC, a Cessna 310Q, registration G-BXUY, crashed while on final approach to Runway 22 at Hawarden Aerodrome, Chester. The aircraft was destroyed and both occupants—the pilot and a passenger—sustained fatal injuries. The investigation found that the left engine lost power due to fuel starvation caused by mismanagement of the fuel system.
History of the Flight
The pilot, aged 58, held a Commercial Pilot’s Licence and had 1,645 flying hours, including 261 on type. He acquired the aircraft in 2002. Following an extensive refurbishment at Hawarden completed in August 2013, the pilot flew four flights with an instructor to renew his Multi-Engine Piston rating and pass a Licence Proficiency Check. He then flew to Seo de Urgel Airport, Catalonia, on 12 August 2013, and subsequently used the aircraft for flights between Spain and France. On 7 November 2013, he flew from Seo de Urgel to Lognes-Emerainville Aerodrome near Paris.
On the accident day, the pilot filed a flight plan for 0900 UTC but departed at 1001 UTC. The route took the aircraft south of Paris, then north-westerly across the Channel near Bognor Regis, continuing to Hawarden. The aircraft initially flew at about 1,500 ft due to controlled airspace near Paris, then climbed to 4,500 ft over northern France, maintaining that altitude until nearing Hawarden. Communications with Air Traffic Control (ATC) units were routine; no non-standard transmissions were made except a query about an erroneous altitude reading from the transponder.
Accident Sequence
When the aircraft was 12 nm from Hawarden, the pilot contacted ATC and was informed Runway 22 was in use with a surface wind from 280° at 5 kt. A training aircraft was in the circuit but not in conflict. The pilot called "final" and was cleared to land, acknowledging with "cleared to land, golf uniform yankee"—his last transmission, about one minute before impact.
Witnesses, including tower staff and personnel on an adjacent industrial site, observed the approach. Initially normal, the aircraft deviated left of the runway centreline at low height (variously estimated between 10 ft and 50 ft). It then appeared unstable, with wings rocking and yawing. The tower controller thought the pilot would go around. The aircraft pitched up to an unusually high nose attitude, possibly climbing briefly, before the left wing dropped and the aircraft rolled left, striking the ground in a steep nose-down inverted attitude to the left of the runway.
Several witnesses reported changes in engine sounds: alternating high and low revving, a sudden increase in propeller rpm for less than a second, or increased engine volume. Some likened the aircraft's motion to turbulence from a gusty wind or a student pilot's first landing.
Rescue and Recorded Data
Aerodrome Rescue and Fire Fighting Service (RFFS) crews arrived quickly and began life-saving activities. Both occupants were wearing seat belts and initially trapped; they were treated in situ until freed with hydraulic rescue equipment. The pilot died at the scene from his injuries; the passenger was taken to hospital but succumbed shortly after.
The aircraft was not fitted with a flight data recorder. However, the pilot used a tablet computer with a flight planning and navigation application that recorded GPS track points. Analysis of this data provided altitude and derived speed for the final approach and accident sequence.
Aircraft Information
The aircraft was a Cessna 310Q with two Continental IO-470-VO piston engines. The fuel system comprised four tanks: two 51 US gallon wingtip main tanks and two 20.5 US gallon auxiliary tanks in the outboard wing sections. Fuel selector switches on the cockpit floor allowed each engine to draw from its respective main or auxiliary tank, or cross-feed from the opposite main tank (emergency use only). The auxiliary tanks were not intended for use below 1,000 ft agl. Fuel quantity was displayed on gauges that automatically showed the selected tanks' contents; a switch allowed checking non-selected tanks. Auxiliary tank indicator lights illuminated when selected. The optional main tank low-quantity warning lights were not fitted. The aircraft was equipped with two Hartzell three-bladed constant-speed propellers that would feather on loss of oil pressure, but a spring-operated pitch lock prevented feathering below 800 rpm to aid ground starting.
Investigation and Probable Cause
The AAIB field investigation concluded that the left engine lost power at a late stage of the approach due to fuel starvation. The pilot probably attempted a go-around, but the speed fell below the minimum single-engine control speed, leading to loss of control. The fuel starvation was attributed to mismanagement of the aircraft’s fuel system.