Ferry Flight Preparation
The Piper PA-30, registration G-ASRH, had not flown since 10 June 1997 and its Certificate of Airworthiness expired on 13 March 1999. For renewal, the aircraft needed to be flown to a maintenance organisation in Blackpool. Engineers from Blackpool travelled to the Isle of Man to prepare the aircraft for a ferry flight. Work included both engines: cylinder compression checks, magneto timing, oil levels and condition, fuel system purging, and battery replacement. Engine ground runs revealed poor performance from the left engine, leading to replacement of its No 3 cylinder. On 9 May 2001, the aircraft was cleared for 'one flight only to Blackpool direct' with landing gear extended.
Departure and Initial Checks
On 11 May 2001, the pilot conducted a full pre-flight inspection, started engines, and was cleared to taxi for departure from runway 08. Power checks, including propeller constant speed units (CSUs), were performed at the holding point. The aircraft departed at 0915 hrs, making a left turn to clear north of the airfield. The pilot then flew to a position near the coast to assess handling, systems, and engines. Weather was fine with surface wind 070°/11 kt, CAVOK, temperature 16°C, dewpoint 9°C, QNH 1021 mb.
In-Flight Engine Problems
Satisfied with performance, the pilot set course for Blackpool at 2000 feet. At approximately 0950 hrs, 12 nm west of Blackpool, the left engine gradually lost power. After checks failed to restore power, the pilot feathered the left propeller and shut down the engine. He advised Blackpool radar controller (providing Radar Information Service) of the problem but did not declare an emergency as he could maintain altitude. At 0953 hrs, the pilot declared an emergency as the left engine was shut down and the right engine was also losing power. Checklist actions and systems analysis did not restore power.
Ditching and Rescue
Preparing for ditching, the pilot completed necessary checks, focusing on survival equipment and emergency exits. He donned a life jacket and placed a second jacket on the seat. The radar controller initiated emergency action and informed Warton radar controller. Seconds before water impact, the pilot unlatched the cabin door/emergency exit and confirmed both engines secure with propellers feathered. Impact (with flaps retracted and gear up) was described as 'remarkably light' with the aircraft settling nose-down, fuselage and wings intact above water. The pilot exited, inflated both life jackets, and walked along the wing. The aircraft stayed afloat for 3-4 minutes; the pilot then entered the water and cleared the aircraft before it submerged.
Warton radar controller noted the last radar position and vectored an airborne helicopter to locate wreckage and pilot. At 1024 hrs, 15 minutes after entering water, the pilot was rescued by a fast rescue craft from a rig standby vessel. The pilot was unharmed but flown to a mainland hospital as a precaution. The wreckage was not recovered, preventing further investigation into the total power loss.