History of Flight
The pilot arrived at his home microlight airstrip at Ince for local flying in his aircraft, G-MZCN. Three other pilots were preparing their aircraft for a return flight to Sittles Farm near Lichfield. The pilot of G-MZCN asked to accompany them, which was agreed. He marked a route on his map: departing Ince, clearing Liverpool to the east, flying down the Special Low Level Route between Liverpool and Manchester to Ashcroft Airstrip, then turning southeast direct to Lichfield. The total distance was about 75 miles; with an estimated airspeed of 60 mph and headwind, the outbound flight was expected to take about 1 hour 30 minutes. The pilot commented that he could use one tank of fuel outbound and the other for the return. Prior to departure, he invited an acquaintance, also a qualified PPL(M) holder, as a passenger in the rear seat.
Four aircraft departed: two 3-axis microlight aircraft and two flexwing microlights, including G-MZCN. G-MZCN had no radio communication capability between aircraft or intercom. The pilot rigged the aircraft; the passenger supported the wing while the pilot attached the trike unit. The passenger saw the pilot top up the rear fuel tank, which was full, but was unaware of the fuel level in the underseat tank. Engine start, pre-departure checks, and take-off at about 1250 hrs were normal.
The early part of the flight was uneventful, with the four aircraft in visual contact but widely spread. After leaving the Low Level Route, one 3-axis pilot noted erratic fuel pressure indications and decided to land at Ashcroft. The other three continued. The passenger of G-MZCN retained intermittent visual contact with the other flexwing. North of Stafford, about 15 miles from the destination, the passenger felt an engine power reduction and saw the pilot reaching back with his right hand toward the fuel selector lever. There was no improvement, and the pilot returned his hand to the control bar. Almost immediately, the pilot banked left, and the passenger assumed a forced landing was intended. The passenger estimated the bank at about 40° with a high rate of descent. He saw a field ahead, and at the far boundary a fence. The pilot levelled the wings just before ground contact, and the landing was hard. The passenger’s next memory was being under the aircraft, unable to move, aware of leaking fuel. Two men arrived, raised the aircraft, and the passenger crawled clear. They lifted the trike and released the pilot from his harness. The passenger placed the pilot in the recovery position but could not detect signs of life.
The other flexwing pilot did not see the forced landing. He confirmed both aircraft were flying at about 1,000 ft agl at 60 mph; he did not consider the weather particularly cold. He estimated a headwind component of about 17 kt. He had changed his fuel tank selection after about 1 hour 45 minutes, near Stafford. When he realized G-MZCN was not with him, he retraced his route briefly but could not locate it, landing at the intended destination at about 1450 hrs.
Weather Information
The Met Office provided an aftercast showing a large anticyclone over the North Sea with a moderate south-easterly airstream over the UK. Visibility was excellent, with no cloud below 5,000 ft amsl. Surface wind was 080°/8 kt, temperature +6°C; at 1,000 ft, wind 110°/18 kt, temperature +2°C; at 2,000 ft, wind 120°/20 kt, temperature -1°C. Surface wind at Liverpool was calm throughout the day.
Pilot Information
The pilot began training on 4 April 1999 and passed his general flight test on 8 October 2000, receiving his Private Pilot’s Licence (Microlight) on 20 December 2000. All his flying was on flexwing aircraft. He had 68 hours total flying experience, all on type, with 8 hours in the last 90 days and 5 hours in the last 28 days.
Medical examination found no existing medical condition that may have contributed. The pilot died from a flexion injury to his neck resulting in a dislocation; this injury was not survivable. The pathologist noted similarity to injuries in another microlight accident (Pegasus G-MYBR).
Accident Site
The microlight touched down beyond the centre of an oblong grass field along its shorter axis, on a track of about 310°M. The surface wind was light, and the field sloped gently down in the direction of travel. Trees and a barn on approach precluded full use of the available distance. A large grass-covered field was immediately beyond. Witness marks indicated a firm but not heavy touchdown; the left wheel contacted the ground shortly before the right and nose wheels. The nose wheel had been used to steer left, but the aircraft continued straight for a short distance before toppling to the right and sliding to a halt. Ground marks extended about 100 ft. The aircraft came to rest about 100 ft from a shallow ditch and hedge bordering the field.
Aircraft and Wreckage
G-MZCN was a Mainair Blade 582 flexwing microlight, powered by a Rotax 582-2V two-cylinder two-stroke engine driving a four-bladed pusher propeller. It accommodated two occupants in tandem seats in the faired trike unit, with lap strap restraints. Manufactured in July 1996, it had flown an estimated 360 hours. Its most recent annual validation for its Permit to Fly was on 22 January 2000.
Wreckage examination showed relatively minor damage to the trike and wing, including bending failures of the wing support pylon, front strut, kingpost, right wing tip, and trike keel tube. A forward right rigging wire had failed. All damage was consistent with the accident. The propeller had not been rotating during landing. The underseat fuel tank was empty; the rear tank contained about 15 litres of fuel. The fuel selector valve was found in the OFF position, but a fireman who attended shortly after the accident reported turning it clockwise about 90° from the lower tank position. A spring-loaded detent to secure the selector was found ineffective, as the leaf spring did not engage properly. There was no evidence this was damaged in the accident.
Fuel System
The fuel system consisted of two 22-litre translucent plastic tanks: one beneath the seats and one at the rear of the trike. They connected to a selector valve mounted out of view behind the pilot, with OFF between the rear and lower positions, 180° apart. Each fuel line had a priming hand pump, not accessible in flight. An engine-operated diaphragm fuel pump was fitted downstream. Fuel gauging: the rear tank had a calibrated scale visible from the front seat by leaning out to the right and looking aft; the underseat tank had a float-driven indicator on its filler cap, difficult to see from the front seat, especially with a rear occupant. Optional capacitive gauging and mirrors were not installed. Customary procedure was to use the rear tank first.