History of the Flight
The pilot flew from Lashenden (Headcorn), UK, to Dieppe, France, on 19 April 1998, a route he had flown many times. He filed a flight plan for the intended direct routing and refuelled the aircraft with 49 litres of fuel at 1010 hrs. Takeoff from Lashenden occurred at 1050 hrs, and he landed at Dieppe at 1204 hrs. While on the ground at Dieppe, he filed a flight plan for the return flight by telephone with Lille Air Traffic Control Centre, as the ATC tower at Dieppe was closed. The aircraft was seen to take off at approximately 1440 hrs. At 1442 hrs, a radio call was received by Paris North Flight Information Service (FIS) from the pilot using the correct callsign. The pilot transmitted: "G-BALX EN ROUTE FROM DIEPPE TO HEADCORN, OFF THE FRENCH COAST, HEADING 350, VFR AND ESTIMATING MID-CHANNEL AT 17". He did not pass an airborne time nor request activation of his flight plan. Paris FIS replied that they do not provide traffic information but only general information on request, and the pilot acknowledged. No further radio, radar, or visual contact was made, and the aircraft was subsequently reported missing.
Pilot Information
The pilot held a Private Pilot's Licence since 13 March 1985 and a valid medical certificate at the time of the flight. He was 54 years old and had approximately 1,000 hours total flying experience, with about 500 hours on the Tiger Moth type. In the last 90 days, he had flown about 15 hours, and in the last 28 days, about 12 hours. He was an experienced pilot in the Tiger Moth and had made several lengthy flights in G-BALX, including extended over-sea legs. He had previously flown from Cherbourg, France, to Lashenden via the Isle of Wight, a 55 nm over-sea segment. On previous trips to and from Dieppe, he usually took the direct route.
Meteorological Conditions
An aftercast for 1500 hrs on 19 April 1998 was obtained from the Meteorological Office. A weak warm front lay from Bournemouth to Le Havre, moving slowly north-east. Visibility between Dieppe and Lashenden was estimated at 30 km, with scattered cloud at 2,000 feet and broken cloud at 8,000 feet. Surface wind was 180°/10 kt, and at 2,000 feet wind was 200°/17 kt. No significant weather was present, though occasional light rain may have occurred in the western channel area. A professional pilot who flew a light aircraft from Biggin Hill to northern France that afternoon confirmed the aftercast and noted that weather conditions were perfect for light aviation until approximately 1730 hrs, when weather west of Beachy Head began to deteriorate with rain and a cloud base of about 2,000 feet. These conditions were considered reasonable for the planned visual flight.
Aircraft Details
The aircraft, a DH82A Tiger Moth manufactured in 1941, held a current Certificate of Airworthiness. Its last annual inspection was completed on 28 June 1997. The engine, a de Havilland Gipsy Major 1C piston engine, had a total of 926 hours and 30 minutes recorded on 8 April 1998, representing a relatively high-time engine. The main wing structure was wood with doped fabric covering, and the fuselage was tubular steel with doped fabric. The fabric was painted with camouflage on upper surfaces and bright yellow undersides. The aircraft was standard except for an additional aluminium fuel tank (9.5 Imp gallons) besides the normal 19 Imp gallon tank. A modification to the piston rings reduced oil loss to match increased endurance. At a cruising speed of 80 mph, fuel consumption was estimated at 6.6 Imp gallons per hour, giving an endurance of about 4 hours 20 minutes. Assuming both tanks full at Lashenden, after accounting for the flight to Dieppe and taxiing, the aircraft would have approximately 3 hours endurance after departing Dieppe.
Air Traffic Control and Flight Plan
For flights crossing the FIR boundary, VFR flight plans are required to satisfy Customs and enable prompt search and rescue notification. When departing an airfield with an Air Traffic Service Unit (ATSU) during operating hours, the ATSU files, activates, and closes the flight plan. If the ATSU is closed, the pilot is responsible for filing by telephone or fax and arranging for a ground person to notify the departure time. Passing an airborne time over RT can cause delays. The pilot of G-BALX filed the outbound flight plan at Lashenden, which was activated. The outbound route could not be tracked by the Distress and Diversion cell, likely due to flying below radar coverage. At Dieppe, the ATSU closed the outbound flight plan. For the return, the pilot correctly filed the flight plan by telephone to Lille ACC, and it was received at Lashenden. However, after takeoff, he contacted Paris Information but did not pass an airborne time or request activation. No departure message was sent because the Dieppe ATC was closed. Consequently, Lashenden was unaware of the flight's departure and ETA. Overdue action and search and rescue began on the morning of 21 April 1998. No sign of the aircraft or pilot has been found.
Further Action
This report contains the facts established since the disappearance. If new evidence emerges, the Chief Inspector may reopen the investigation under Regulation 15 of the Civil Aviation (Investigation of Air Accidents and Incidents) Regulations 1996.