Background
The pilot of G-BBBK originally planned a refresher training flight at Blackpool Airport. He had not flown in the preceding three months. On the morning of the accident, the Chief Flying Instructor (CFI) of the Flying Training Organisation (FTO) based at Blackpool proposed a flight. The pilot initially declined due to being out of current practice, but after the CFI clarified that a more experienced pilot would accompany him, he agreed.
When the pilot arrived at the airport at around 1200 hrs, the aircraft had reportedly been refuelled to full tanks. The two passengers were waiting, and the pilot met the accompanying pilot and the passengers, all associated with the FTO. They prepared to depart.
History of the Flight
The aircraft took off from Runway 25 at 1225 hrs. Upon climbing through 200 ft to 300 ft, it entered cloud. At around 1,000 ft above airfield level, the aircraft emerged above a solid overcast layer and continued to cruise altitude. The flight remained above a solid overcast until south of the Liverpool area, where conditions were clear. An uneventful landing was made at Exeter at 1431 hrs.
The aircraft taxied to the north side of the airport, shut down, and the passengers disembarked. One passenger went directly to an Aztec aircraft to be collected; the other had a conversation with the accompanying pilot. This included discussion about fuel quantity and a visual inspection of the tanks. The accompanying pilot decided not to refuel at Exeter, commenting that they could stop somewhere on the way back if needed. An experienced pilot among the passengers estimated fuel for about 2.5 hours of flight.
From 1442 to 1456 hrs, the pilot of G-BBBK made telephone calls: to his mother to ask for cash to pay for the aircraft on return, and to a friend at Blackpool to inquire about the weather, being told it was “still misty”.
The aircraft took off from Exeter at 1513 hrs; the Aztec departed shortly afterwards. There was no contact between the aircraft en route. The Aztec landed at Blackpool at 1639 hrs.
A photograph recovered from the pilot’s mobile phone, taken at 1620 hrs, showed the view from the aircraft in flight under visual meteorological conditions (VMC) near Welshpool Airfield.
At 1652 hrs, the pilot of G-BBBK contacted Blackpool Approach, reporting overhead Formby, 13 nm south of the airport. The controller passed the latest weather: visibility 2,800 m, few clouds at 100 ft, broken clouds at 200 ft, QNH 1039 mb. At 1658 hrs, the pilot reported at the Visual Reference Point (VRP) ‘Marshside’, 3.6 nm south-southwest of the airport, and requested a Surveillance Radar Approach (SRA). The controller replied that an SRA was unlikely because the cloud was solid at 200 ft. The aircraft was not equipped with a transponder, and the controller noted that weather conditions caused radar clutter. The accompanying pilot then transmitted “Well, we’re low on fuel so need to get down somehow.” The controller asked about an ILS receiver; the pilot indicated no navigational equipment available. The controller suggested flying out over the sea, descending, and using the airfield NDB or onboard GPS to find the field.
At 1704 hrs, the aircraft reported inbound from Kirkham, 5.75 nm east, but had no ground contact. The accompanying pilot stated they intended to go out over the sea and descend. The controller advised that Leeds Airport was CAVOK, but the aircraft reported insufficient fuel to divert. The controller then dealt with other traffic.
At 1710 hrs, the controller asked for altitude; the reply was 400 ft. The aircraft was cleared to land on any easterly runway. The accompanying pilot requested QDM (DF reciprocal bearing) readings, which the controller provided over the next two minutes. At 1712 hrs, altitude was 200 ft. The controller warned about obstructions on land rising to 242 ft and reported the aircraft tracking east but north of the field. The accompanying pilot replied “copied”, followed by a transmission with engine sound and a comment “go south”. The controller advised a faint radar contact on the shoreline. He then updated the weather with overcast cloud at 100 ft. No reply was received, and at 1714 hrs aircraft accident action was initiated.
Location of the Accident Site
Vehicles and an inshore lifeboat searched the shoreline. A Search and Rescue (SAR) helicopter from RAF Valley arrived at 1815 hrs but could not operate over water due to poor weather, though it hover-taxied at low level along the shore. At 1907 hrs, the wreckage was located by the lifeboat and helicopter. G-BBBK had come to rest in shallow water with only the top of its tail section visible. No survivors were found. Two bodies were recovered from within the aircraft the following morning.
Meteorological Information
A meteorological aftercast for the region showed a static area of high pressure over the British Isles feeding a light northwesterly airflow over the Blackpool area. At 1200 hrs, low cloud covered the area from Blackpool south to Crewe/Ternhill, with clear sky further south. For the return flight, extensive stratus cloud was present in the Manchester-Liverpool-Blackpool area, with base 100 ft to 200 ft and tops estimated at 1,000 ft to 1,500 ft. A Terminal Area Forecast (TAF) for Blackpool was available, and a METAR for Blackpool was issued at 1720 hrs.