History of the Flight
The intended flight was from Isle of Man Airport to Gloucester Airport with only the pilot on board. At 1312 hrs, the aircraft was cleared to taxi to the holding point of Runway 08. At 1314 hrs, the pilot requested IFR clearance to the zone boundary, and clearance was given to leave on track for Conway, climbing to flight level 55. At 1319 hrs, the pilot reported ready and was cleared for takeoff. Witnesses saw the aircraft take off, heard engine noise reduce, and saw it disappear into cloud at about 300 ft agl with the landing gear retracted. The tower controller reported a normal takeoff.
Radar data was not recorded, but the controller recalled primary radar returns drifting slightly north of the normal climb track. At 1321:07 hrs, the controller transmitted, "NOT SEEING YOUR SQUAWK AT THE MOMENT CONFIRM YOU HAVE FOUR FIVE SIX THREE." The pilot responded, "CON FIRM JUST GOT A PROBLEM WITH MY COMPASS." This transmission ended at 1321:19 hrs and was the last from the aircraft. Shortly afterward, primary returns indicated a right turn, initially toward the intended track but then back toward the airfield. The controller cleared the aircraft to land on Runway 26. Less than 10 seconds later, radar contact disappeared. The controller initiated the aircraft ditched procedure. Debris was recovered about 1/2 nm west of the last radar position. An aircraft enthusiast on the cliff top reported seeing lights low down and the aircraft pitch into the sea.
Meteorological Conditions
An observation at 1320 hrs recorded surface wind 160°/3 kt, visibility 5,000 metres, heavy rain, cloud 2 oktas at 300 ft, 6 oktas at 500 ft, 8 oktas at 800 ft, temperature/dewpoint 10°C/10°C, and QNH 1006 mb. The instantaneous surface wind given with the takeoff clearance was 200°/5 kt.
Aircraft and Maintenance
The aircraft was manufactured in February 2000 and maintained by the Raytheon agent or a Raytheon-approved organization. The last annual check was in March 2001. A Raytheon Safety Communique No.182 dated 30 May 2001 described three cases of flap drive cable separation due to improper heat treatment of end fittings, affecting cables manufactured in 2000. The owner was informed of the communique on the morning of the accident, but the aircraft may have been fitted with cables manufactured earlier.
Wreckage Examination
Only floating debris was recovered approximately one hour after the accident, including interior furnishings, seats, a liferaft, a main landing gear wheel with its chromed piston, and the forward portion of the two-part main cabin door. The condition of these items indicated high-speed impact at a steep angle, inconsistent with a controlled ditching. No further engineering analysis was possible due to the lack of significant wreckage.
Conclusion
The pilot stated a problem with the compass, and the transponder was either not functioning correctly or not selected on. However, insufficient evidence was available to determine causal factors. The Chief Inspector of Air Accidents indicated that the investigation may be reopened if significant wreckage is subsequently located and recovered.