What happened
On 11 March 2007, a DHC-2 Mk.III Turbo-Beaver, registration OY-JRR, was conducting aerial work for parachute operations at Headcorn Airfield. The pilot had completed several successful flights that day, climbing to 12,000 ft. During the eleventh flight of the day, the aircraft taxied onto the unlicensed Runway 21 for takeoff.
As the aircraft accelerated, it failed to become airborne as expected. The pilot attempted to abort the takeoff, applying heavy braking. However, the aircraft could not be stopped before colliding with a parked F100 fighter aircraft, which was on display as a museum exhibit. The impact caused the cockpit and left wing of the DHC-2 Mk.III Turbo-Beaver to strike the nose of the stationary jet. The collision resulted in one fatality (the pilot) and one minor injury among the eight passengers on board.
The investigation
The AAIB investigation examined the aircraft's configuration, the runway characteristics, and the sequence of the takeoff roll. Investigators analyzed GPS track log data, which revealed that the aircraft's speed reached approximately 52-53 kt before impact. The investigation also reviewed the aerodrome's operational manuals and the pilot's training records.
Evidence from the wreckage and the cockpit checklist indicated that the aircraft's flaps were in the fully retracted position at the time of the accident. While the pilot had been cleared to use the short runway following a check flight, the investigation noted that the aircraft's performance characteristics in a flaps-up configuration were not part of his formal training syllabus. Furthermore, the investigation looked into the visibility of the parked aircraft, noting that the F100's camouflage made it difficult to distinguish from the background.
Findings
- The takeoff was initiated with the flaps fully retracted, a configuration that prevented the aircraft from achieving sufficient lift to become airborne on the available runway distance.
- The pilot's decision to abort the takeoff was triggered by the aircraft's failure to lift off, but the remaining runway distance was insufficient to stop the aircraft before hitting the parked exhibit.
- The parked F100 aircraft was difficult to identify due to its camouflage paint, which blended into the skyline.
- The lack of clear markings to define the southern end of Runway 21 contributed to the difficulty in judging the available runway length and the proximity of obstacles.
Safety action
- The CAA was recommended to review the requirements for providing runway edge and obstacle markings on unlicensed runways used for aerial work.
- A recommendation was made for Headcorn Aerodrome to install markings indicating the southern end of Runway 21.
- The aerodrome was advised to amend its manual to prevent aircraft from entering the Runway 21 overrun area during takeoff or landing operations.