Synopsis
On 3 March 2004, at 1939 UTC, an Agusta A109E helicopter, registration G-PWER, crashed approximately 1 mile east of Bournemouth (Hurn) Airport, Dorset, during a private flight. The aircraft was destroyed and both occupants sustained fatal injuries. The pilot was conducting a visual approach to Runway 26 at night in poor weather. Radar data showed the helicopter tracking the extended runway centerline between 800 and 1,000 feet amsl. The pilot declared visual with the airport, but shortly after, the aircraft entered a left turn, rotating about 540 degrees before striking the ground. The investigation concluded that the pilot had probably become disorientated, and his limited instrument flying background did not equip him to cope with the degraded visual environment. No evidence of mechanical failure or external interference was found.
History of the Flight
The pilot departed Bournemouth Airport at 1819 UTC on a Special VFR clearance to Battersea Heliport, landing at 1856 UTC as the sole occupant. The aircraft owner then boarded, occupying the rear left seat. At 1859 UTC, the helicopter departed Battersea for the return flight. Meteorological conditions at 1820 UTC reported visibility 7 km, broken cloud at 3,800 feet. Radar data showed a direct track toward Bournemouth. At 1920 UTC, the pilot contacted Solent Radar and was cleared not above 1,500 feet via Romsey. A witness near Romsey estimated cloud base at 500-600 feet and noted the helicopter was not visible, suggesting it was in or above cloud.
After handover to Bournemouth Approach, the pilot was cleared to enter controlled airspace via Stoney Cross not above 2,000 feet and instructed to report visual with the field. The pilot requested a straight-in approach for Runway 26. The last radar return was at Stoney Cross; subsequent track was lost due to terrain screening. The tower and radar controllers observed the helicopter on radar, tracking the extended centerline. The pilot initially stated he was not visual but later said he was becoming visual. The aircraft then began a descending left turn about 1 to 1.5 nm from the airport. During the turn, the pilot transmitted rapid acknowledgments, reported having power, and expressed a need to climb. The aircraft descended from about 1,000 feet to 400 feet during the first 180° of turn, then climbed back toward 1,000 feet before completing a total of 540° and descending again. The radar height readout was lost, and the controller saw a fireball on impact.
Meteorological Information
An aftercast from the Meteorological Office indicated a moist south-westerly airflow over the route. An occluded warm front had moved into the Bournemouth area at the time of the accident. Conditions were overcast and misty with outbreaks of light rain and drizzle. Surface visibility was generally 5 to 6 km, deteriorating to 1,500 to 2,500 metres in precipitation. There were areas of broken stratus cloud with a base of 600 to 1,000 feet and a higher layer of strato-cumulus that was broken to overcast.
Pilot Information
The pilot, aged 35, held an Airline Transport Pilot's Licence (Helicopters) and had 3,094 total flying hours, with 78 hours on the Agusta A109E type (15 hours 27 minutes at night). He did not hold a UK Instrument Rating. His instrument flying experience totaled 30 hours 40 minutes, all recorded before December 1999. After that date, no further instrument flying was recorded. Night flying after December 1999 was limited until he began flying G-PWER in January 2004, accumulating 15 hours 30 minutes night time on the type. The pilot completed a differences course for the A109E in December 2003.
Aircraft Information
G-PWER was an Agusta A109E helicopter, manufactured in 2000, equipped with two PW206C turboshaft engines. It was fully equipped for Instrument Flight Rules (IFR) operation, including an Electronic Flight Information System (EFIS), autopilot, and standby flight instrumentation. The aircraft was purchased by the owner in December 2003 and used for private and business purposes.
Pathological Information
Post-mortem examinations determined that both occupants died from multiple injuries. No evidence of disease, alcohol, drugs, or toxic substances was found in the pilot that could have caused or contributed to the accident.