Synopsis
On 1 November 2007, at 1750 UTC, a Piper PA-28-140 Cherokee, registration G-ATMW, sustained damage during a landing attempt at Hinton-in-the-Hedges, Northamptonshire. The pilot, the sole occupant, received a minor cut to his chin. The aircraft was substantially damaged: the nose landing gear collapsed, both wing skins were damaged, and the propeller was damaged.
History of the Flight
The pilot had purchased the aircraft two weeks prior. On the day of the accident, he planned to fly to Belgium with a friend. The flight departed Hinton-in-the-Hedges at 0630 hrs for Cambridge, where they refueled and filed a VFR flight plan to Braaschaat Airfield near Antwerp. After encountering low cloud over the eastern UK coast, they crossed the sea at 300–500 ft altitude. The pilot had no radio communications during the crossing. They landed at Braaschaat at approximately 1040 hrs.
Braaschaat is a private airfield and not a recognised Port of Entry. The pilot had not obtained prior permission to land. The aircraft was refueled to full tanks (approximately 40 imperial gallons). Due to a public holiday in Belgium, the pilot and his friend walked into town, causing a delay that meant the return flight would be in darkness. The pilot asked someone to file a VFR flight plan to Coventry, but no flight plan was filed. The aircraft departed Braaschaat at approximately 1350 hrs.
During the return crossing, the weather improved and the aircraft flew at 500–1,100 ft. The pilot did not establish radio communications while crossing the sea. On reaching the UK, he attempted to call London Flight Information Service (FIS) but received no reply; London FIS received the initial call but could not establish communications. Around sunset, the new GPS unit lost its waypoints, approximately 15 nm southeast of Cambridge. The pilot circled for 20 minutes attempting to rectify the GPS issues. He became unsure of his position and had difficulties reading instruments due to dim internal lights. Concerned about fuel, he decided to land at Hinton-in-the-Hedges rather than continue to Coventry.
Because Hinton-in-the-Hedges was unlit, the pilot telephoned his son and asked him to position his pickup truck at the threshold of Runway 06. The truck had rearward-facing spotlights. The pilot briefed his son to use headlights to illuminate the undershoot and spotlights to illuminate the runway. While circling, the pilot saw what he thought was the vehicle but it turned out to be a farm vehicle; he overshot. He then saw more lights and made another approach.
Meanwhile, flying club members preparing for a night flight saw the low-flying aircraft. They had a vehicle with runway lights and tried to contact the aircraft on the air-to-ground frequency but received no reply. They saw a vehicle on the runway threshold and asked the driver if he had communications with the aircraft.
The pilot selected 30° flap and, just prior to touchdown, saw a fuel bowser. He applied full power and pulled back on the control yoke. The left flap struck a rotating beacon on the bowser and scraped along the cabin roof. The aircraft landed heavily on its nose, about 30 m beyond the bowser, collapsing the nose gear. The right wing struck the ground, yawing the aircraft 40° to the right. The aircraft pitched forward, coming to rest with the nose and propeller on the ground and tail in the air. The pilot switched off the electrics and vacated the aircraft. Witnesses saw the aircraft fly low over the hangar, pitch up and down, then stop with its tail up. They drove over to assist.
An inspection after the accident showed the fuel tanks contained sufficient fuel for approximately one hour of flight.
Analysis
A CAA study (CAP 667) found that many accidents result from pilot decisions and a chain of shortcuts or poor judgement. For international flights, pilots must establish national requirements and obtain prior permission to land at private airfields. Pilots should be familiar with aircraft systems and navigational equipment before relying on them. Night flying requires more preparation; if a daytime flight is delayed into darkness, the best response is to consider all options, including stopping for the night. A pilot should not rely solely on fuel gauges. This aircraft had approximately five hours endurance with full fuel; the accident occurred after four hours of flight when the pilot committed to a dangerous landing due to fuel concerns. Landing at an unlit airfield in the dark should only be done when all other options are exhausted. A ‘PAN’ call when unsure of position would have allowed radar vectors to Coventry in less time.
Probable Cause
The accident was caused by the pilot confusing the security lights on the hangar with his son’s vehicle, whilst attempting to land at an unlit airfield.