History of the Flight
The pilot, flying a Cessna 172M Skyhawk (G-TRIO) on a private cross-country flight from Rochester Airport, departed at 1447 UTC on 23 February 2008. He had refuelled the aircraft to full tanks and planned a flight of approximately 60 minutes. After taking off, he initially flew south towards Bewl Water, then east towards Ashford and Dover. He maintained between 1,800 ft and 1,500 ft amsl to stay below cloud, occasionally descending briefly. At 1510 UTC, overhead Ashford, he contacted Manston ATC, reporting VFR at 1,500 ft en route to Dover and Canterbury. Manston offered a Flight Information Service and assigned squawk 4250.
Shortly thereafter, the pilot descended to remain below cloud but encountered a 'wall of cloud' ahead. He turned left towards Rochester and descended further. While looking through his side window, he saw the altimeter read 650 ft amsl and spotted trees ahead. The aircraft struck trees at an elevation of approximately 600 ft amsl, coming to rest in a large evergreen. Both the pilot and passenger escaped unaided with minor cuts and bruises.
Pilot Information
The pilot, aged 58, held a National Private Pilot's Licence (NPPL) obtained in 2003. He had 225 total flying hours, with 121 on type. In the previous 90 days he had flown 9 hours; in the last 28 days, 4 hours. He did not hold an IMC rating and normally flew cross-country at around 3,000 ft. Before the flight, he asked another pilot about cloudbase and was told it was 2,000 to 2,200 ft amsl. In a statement to police, the pilot described himself as a regular heavy cannabis user, smoking a large amount each evening.
Meteorological Information
The synoptic situation featured a warm front moving east over the southern North Sea. The Met Office forecast for the area indicated good visibility with occasional reductions to 3,000 m near coasts and upslopes, a broken to overcast cloud layer with base 1,500 to 2,000 ft and tops 3,000 to 6,000 ft, and occasional broken stratus with base 400 to 1,000 ft. At Rochester Airport (elevation 426 ft), aircraft in the circuit maintained around 1,000 ft aal and remained just below cloud. Lydd METARs reported: at 1450 UTC, wind 230°/19 kt, visibility 9,000 m, drizzle, scattered cloud at 800 ft, broken at 1,800 ft; at 1520 UTC, wind 220°/16 kt, visibility 10 km, few cloud at 800 ft, broken at 2,100 ft. A satellite photograph showed general cloud cover over southern England with an additional layer along the coast from Folkestone to Ramsgate.
Witnesses and Recorded Information
Two qualified pilots witnessed the aircraft. One saw it flying low (estimated 500–600 ft agl) near the M20 east of Ashford. The other saw it about 2 nm south of the accident site heading north-north-west; it appeared low, climbed to clear pylons, then disappeared from view. Recordings of radiotelephony communications with Manston were available. Primary radar returns were recorded only at low coverage, with the lowest around 1,300 ft amsl; no secondary radar contacts were obtained.
Site and Wreckage Examination
The aircraft passed low over a house roof before impacting four mature trees, severing mains electricity cables, and continuing into a garden. Its height remained constant at about 8 m above ground for 46 m, then it followed a descending trajectory for another 20 m, passing through tree canopies at 5 m before coming to rest in the forked base of a sixth tree, 70 m from the first impact. The cabin ended 2 m above ground in a steep nose-down attitude. The engine tore from its mountings. The right wing struck a conifer, severing the outer 30 cm and the outer half of the aileron; subsequent impacts caused progressive disruption and separation of most of the right wing and fuel tank. There was no fire.
The damage pattern indicated the aircraft was banked at least 35° to the right at first impact, with significant momentum consistent with high airspeed. There was no evidence of engine power loss or reduced airspeed. The flaps were fully retracted, elevator trim set about 40% nose-down, magneto on BOTH, and throttle, mixture, and hot air controls fully forward (possibly moved in impact). The altimeter pressure setting was 1024 mb, the transponder set to ALT. The passenger seat was partially detached; both harnesses were intact and buckles opened.
Analysis
The pilot reported turning left to regain VMC, but site evidence showed a right bank of at least 35° at impact. Weather at departure appeared reasonable and other aircraft were flying VFR. As the aircraft tracked east, weather deteriorated, necessitating a track reversal. The pilot described a wall of cloud and had descended below his chosen altitude several times. Radar suggested most of the flight was below 1,500 ft amsl, though the pilot wished to maintain 2,000 ft. Witnesses saw the aircraft low in the final five minutes, indicating conditions were worse than anticipated. The pilot initially decided to proceed but appears to have delayed his decision to turn back as conditions worsened.