Introduction
On 25 May 2017, a Piper PA-28R-201 Cherokee Arrow III, registration G-CEOF, was destroyed when it descended into the sea approximately two miles north-east of Skipness on the Kintyre peninsula. The pilot and passenger sustained fatal injuries. The aircraft was on a private flight from Oban to Carlisle.
History of the Flight
On 20 May 2017, the pilot chartered G-CEOF from Carlisle Lake District Airport for a flight to Oban Airport, where he planned to meet friends and walk up Ben Nevis. The return was planned for 24 May. After a brief check flight with a local instructor, the pilot and a passenger departed Carlisle at 1600 hrs for Oban. During the flight, Scottish Information informed the pilot that Oban Airport would be closed at his estimated arrival time, and he was advised to divert to Cumbernauld Airport, where he landed at 1638 hrs.
The following morning, the pilot discussed routing to Oban with instructors at Cumbernauld. G-CEOF departed Cumbernauld at 1151 hrs on 21 May and arrived at Oban at 1246 hrs. Weather on 24 May was unsuitable for the return, so the flight was delayed.
On 25 May, the pilot and passenger arrived at Oban Airport at approximately 0900 hrs. Fog and low cloud were present, and conditions were not suitable for departure. The pilot checked weather on a mobile device and discussed it with the Flight Information Service Officer (FISO) at Oban, noting low cloud at Campbeltown and Islay. He delayed departure. At approximately 0950 hrs, the pilot contacted the flying school at Carlisle, who reported improved weather there. He stated he would depart shortly and requested a taxi. Witnesses reported the pilot intended to head to Campbeltown or route closer to Prestwick.
The aircraft departed Oban at 1025 hrs and changed frequency to Scottish Information. At 1040 hrs, the pilot relayed via another aircraft that he was over Lochgilphead at 1,000 ft, routing to Carlisle via the Turnberry VOR. Scottish Information assigned a Basic Service and squawk 7401, and advised that better communication could be expected as the aircraft routed south. Approximately 20 minutes later, Scottish Information had not heard from the pilot. The FISO attempted contact, but received no response. He checked with ATC units at Prestwick, Glasgow, Campbeltown, Oban, and Carlisle; none were in contact. At 1115 hrs, the FISO reported concerns to the Airways Watch Manager and the Distress and Diversion (D&D) Cell at Swanwick. Floating wreckage and the bodies of both occupants were later recovered from the sea.
Aircraft Information
The Piper PA-28R-201 is a four-seat, low-wing monoplane with retractable landing gear. G-CEOF was powered by a fuel-injected Lycoming IO-360-C1C6 piston engine driving a three-blade constant-speed propeller. Cruise speed was approximately 120 kt, consuming about 40 litres of fuel per hour. Fuel was stored in two wing tanks, each with a useable capacity of 38 US gallons (146 litres). A three-position rotary fuel selector on the left cockpit wall allowed selection of left, right, or off. Fuel content gauges were on the lower instrument panel. An electric fuel booster pump was installed. The aircraft was equipped for IMC operations, with a Mode C transponder, two altimeters, and an attitude indicator driven by an engine-driven suction pump. The front seats had lap and diagonal seatbelts. No lifejackets or life raft were carried.
Maintenance
G-CEOF operated on a Certificate of Airworthiness and was maintained under the Light Aircraft Maintenance Programme (CAP 766). The annual maintenance was completed on 1 September 2016 at 11,377 flight hours. The last 50-hour check was on 7 March 2017 at 11,396 flight hours. The Airworthiness Review Certificate was issued on 1 July 2016 and valid until 3 July 2017. No significant faults were recorded. An instructor who flew G-CEOF regularly reported that all equipment operated satisfactorily.
Search and Rescue
At 1115 hrs, Scottish Information reported concerns to the D&D Cell. The D&D Cell contacted the aircraft operator, who stated the aircraft was due at Carlisle at 1200 hrs. Tracing action was initiated, including contacting the same ATC units. A radar replay identified a target believed to be G-CEOF which faded from radar at 1050 hrs near Skipness. At 1320 hrs, the D&D Cell alerted the Aeronautical Rescue and Coordination Centre (ARCC). After verification, the ARCC tasked a Coastguard helicopter at 1401 hrs. The helicopter reached the search area at 1440 hrs, received reports of wreckage from a vessel, and identified the wreckage at 1441 hrs. A casualty was sighted two minutes later and recovered; they had sustained fatal injuries.
Conclusion
The aircraft descended into the sea in an area of low cloud, fog, and mist that extended from the Irish Sea around the Isle of Arran into Loch Fyne.