History of the Flight
The pilot planned to take two friends on separate pleasure flights from Compton Abbas Airfield. Upon arrival, he found the aircraft had been flown earlier that day, refueled, and parked. The lighter of the two passengers was taken on the first flight due to weight limits. The pilot discussed the possibility of flying loops.
First Flight
After a safety briefing and harness check, the aircraft departed at 1302 hrs. It climbed to around 2,000 ft amsl and headed toward Blandford Forum to view a house. The aircraft descended to about 900 ft agl near the house, then climbed and flew south. A clearing turn and a loop were performed at 1,200 ft agl. Another loop was carried out at 1,600 ft agl on the return. The aircraft landed at 1330 hrs.
Accident Flight
The second passenger, larger than the first, required assistance with harness adjustment. He wore an Irvin jacket and carried a neck-strap camera. During taxi, he took photographs. The aircraft took off at 1356 hrs, flew southerly between 1,600 and 2,200 ft. At 1404 hrs, the pilot contacted Bournemouth Radar requesting transit, but was denied due to lack of transponder. He turned left through 180° and headed northwest. Ground observers saw the aircraft climb into a loop, then enter a spin that continued until impact. A friend running to the site provided first aid. Both occupants were seriously injured; the passenger died later that evening.
Meteorological Information
High pressure southwest of the UK produced a northwesterly flow. Visibility good to excellent, broken cloud at 3,000 ft. Surface wind at Compton Abbas: northwest 15-20 kt, temperature 16°C. At 1,000 ft: wind 310/15-20 kt, temperature 9°C; at 2,000 ft: 310/20-25 kt, 6°C.
Pilot Information
The pilot held a Private Pilot Licence (210 hours total, 41 on type; last 90 days: 3 hours). He had attended a military Flying Grading course in 1992, including aerobatic experience. During PPL training, he received one hour of spin recovery instruction in a Cessna 172 (four spins). He purchased a share in G-AOIL in May 2009 and completed 9 hours dual conversion training plus one hour solo, during which aerobatic manoeuvres were demonstrated. The owners’ group required clearance before solo aerobatics. The pilot reported he occasionally performed loops, not considering them aerobatic, and usually started at 2,500 ft. He recalled a restriction of the left rudder pedal during a left turn and being unable to move the right rudder during the spin.
Aircraft Information
G-AOIL was a 1940 DH82A Tiger Moth (serial built 1940) with a Gipsy Major I engine. It had accumulated 3,380 hours since a 1999 overhaul; the engine was zero-lifed in 2009. A 50-hour/6-month inspection was completed on 15 April 2011. The aircraft had dual controls, anti-spin strakes, and autoslots. Z-type harnesses were fitted; shoulder straps attached via a transverse cable. The fuel tank (19 gallons) was above the front cockpit.
Weight and Balance
Estimated weight at takeoff for the accident flight was about 1,930 lb, within limits. The CG was within the forward limit.
Other Information
No evidence of pre-impact mechanical failure was found. The pilot's memory loss precluded full recollection. The spin recovery technique he described (centralize rudder, apply back pressure) was incorrect for the Tiger Moth.