Background
The aircraft, a 1979 Cessna 152 registered G-BNGD, was leased by its owners to an Aero Club then sub-leased to a Flying Group based at Prestwick Airport. On 18 September 1997, the pilot noted the turn coordinator was unserviceable; it was placarded but not replaced. On 4 December 1997, the rudder bar at the left seat pilot's right pedal failed, preventing toe brake use. The aircraft was flown to Carlisle for repair on 12 December, with the repair completed by 19 December.
The pilot, aged 44, held a Commercial Pilot's Licence and was Chief Flying Instructor of the Flying Group. He had 1,222 total flying hours, including 773 on type. His last IMC rating renewal was 24 October 1994, and he had 50 hours of instrument flying experience, with the most recent entry 30 minutes on 11 June 1997.
Flight on 21 December 1997
Weather on 20 December was unsuitable for the return flight to Prestwick. On 21 December, the pilot flew from Prestwick to Caernarfon, North Wales, in a Piper PA-28R (G-WEND) to inspect a potential aircraft purchase. After a demonstration flight, he was flown to Carlisle in G-WEND, arriving at 1518 hrs. The two pilots discussed weather conditions and agreed to fly a direct route to Prestwick, communicating on a discrete frequency. G-WEND departed at 1538 hrs, landing at Prestwick at 1615 hrs after encountering poor weather briefly.
G-BNGD was not refuelled; AAIB calculations indicated about 1.75 hours endurance. The pilot called for taxi at 1540 hrs and became airborne at 1548 hrs. At 1552 hrs, he advised Carlisle Tower he was approaching Longtown and switching to Scottish Information. He maintained contact with G-WEND until about 1605 hrs, indicating he intended a low-level coastal route.
At 1612 hrs, he contacted Scottish Information, reporting passing Burrow Head at 1,500 ft, estimating Prestwick at 1700 hrs. Between 1613-1615 hrs, he called West Freugh but it was inactive. Just before 1627 hrs, he stated he could not maintain visual contact with the ground and was climbing to 4,000 ft, tracking towards Turnberry VOR.
At 1629 hrs, he reported a possible suction pump failure. Scottish Information arranged a transfer to Prestwick Approach at 1631 hrs. The pilot stated he was in IMC, unsure of his position, had a suction pump failure, and requested radar advisory. He was asked to squawk 7360 at 1632 hrs. Radar data placed him just southwest of Barholm Hill at that time, at 3,700 ft.
The controller struggled to identify the aircraft and asked for a climb to 4,500 ft, which the pilot reported reaching at 1634:30 hrs. The pilot said his last known position was 20 miles south of Turnberry and he had difficulty holding a heading. The controller then located the aircraft about 5 nm east of Wigtown. At 1636 hrs, the position was given as 4 nm east of Wigtown, 40 nm south-southeast of Prestwick. The last transmission, just after 1636:30 hrs, was partially unintelligible, containing the word 'descending'. Further attempts to make contact failed.
Accident Site and Aftermath
The wreckage was located at about 0130 hrs the next day on high ground near Cairnharrow, Ordnance Survey Reference NX539548, at 880 ft amsl on a saddle between two hills. The pilot had suffered immediately fatal impact injuries. The aircraft was destroyed.
The Meteorological Office aftercast indicated a ridge of high pressure over England and Wales with moist southerly airflow over Scotland. At the time, the area was misty with occasional drizzle and hill fog patches. Visibility was around 3,000 metres, reducing to 200 metres in cloud. Cloud base was scattered to broken at 500-800 ft amsl, with an overcast base between 3,500 and 4,500 ft. Surface wind was 130° at 5 kt, temperature +7°C, dew point +6°C. At 2,000 ft, wind was 190° at 20 kt. The southerly airflow likely caused lifting over high ground with extensive low cloud formation.
Eyewitnesses south of the accident site heard a light aircraft pass close by at the time and thought it was circling. They confirmed it was dark with cloud on the hills to the north.
Radar data from Great Dun Fell showed the aircraft conducting four or five left-hand orbits with a northerly drift before contact was lost at 1636:16 hrs. The final radar position was about 1,600 metres north of the accident site. The turns had an estimated 25-30° of bank.
Probable Cause
The investigation did not state a probable cause.