Background
A few months before the accident, the commander, a 60-year-old commercial pilot with a flying instructor rating and CAA authorised flight examiner, had contacted the Chief Flying Instructor (CFI) of the Flying Club that operated G-BYLE. The CFI, who had known the commander for many years, agreed to employ him when an additional instructor was needed. On 20 October 2005, the CFI asked the commander to be available for instructional duties on 22 October. The student involved had been a club member since January 2005, completing 26 flights totaling about 29 hours. He had not flown solo and last flew on 1 October 2005.
Pre-Flight Events
On the accident day, the operations assistant arrived at about 0720 hrs. The student arrived shortly after and took the aircraft keys to perform pre-flight checks. The commander arrived later, introduced himself, and completed club membership forms. He reviewed the student records and commented that he would be doing a circuit detail. The aircraft's previous flight was on 20 October 2005, when two pilots flew from Biggin Hill to North Weald and back. After that flight, fuel gauges indicated between 1/3 and 1/2 full in each wing tank. The pilots noted that, on initial electrical power application, the left fuel gauge showed empty but a visual check showed about 2/3 full; after engine start, the gauge worked correctly. During pre-flight checks, three fuel-tester containers of water were drained from the left fuel tank (each container holds about 35 cc). No water was found in the right tank or gascolator.
Flight History
At about 0755 hrs, the airport refuelling truck refuelled G-BYLE as the second aircraft, adding 65 litres to fill both tanks. The commander logged the brake release time as 0820 hrs after checking the latest weather report. Radio recordings show G-BYLE checked in at 0818 hrs requesting taxi for circuits. At 0830 hrs, the aircraft reported ready for departure but was instructed to hold. At 0834 hrs, the aircraft again reported ready, and at 0837 hrs, it was cleared for takeoff from Runway 21 for right-hand circuits with a surface wind of 240°/05 kt. At 0838 hrs, the crew transmitted: “ER LIMA ECHO I’VE GOT A PROBLEM CAN I COME BACK AND LAND ON ZERO THREE.” The controller cleared the aircraft to land on Runway 03 and make a left turn. G-BYLE confirmed left turn. At 0839 hrs, the controller cleared the aircraft to land but received no reply.
Accident and Witness Observations
The tower controller saw the aircraft already in a left turn and became concerned it would not make it back, activating the crash alarm at 0839 hrs. The aircraft disappeared behind trees south of the airfield in a nose-down attitude. The airport fire service arrived at 0844 hrs. There was no fire; firefighters laid a foam blanket. Witnesses near the airport saw the aircraft's final moments. One witness, a former aircraft engineer, heard a “popping” noise, saw the aircraft lower than normal and descending, then heard the engine smooth briefly before returning to popping. He saw it turn left with bank angle increasing to 85-90°, then the nose dropped and the aircraft dived, rolling left. Another witness, also an engineer, heard the engine retard and thought it was a practice engine failure; after one or two pops, no engine noise. He saw the aircraft turn left, bank steeply, then dive. One witness saw something round and black drop from the aircraft before the crash. None reported smoke, flame, or liquid.
Weather
The METAR at 0820 hrs: surface wind 240°/05 kt varying 200°-300°, visibility 10 km or more, scattered cloud at 2,000 ft, broken at 2,500 ft, temperature 11°C, dew point 9°C, QNH 998 mb. Conditions were conducive to serious carburettor icing at any power. Rainfall of 12.6 mm fell at Kenley (5 nm from Biggin Hill) between 0700 and 1900 hrs on the day before the accident.
Medical and Aircraft Information
Post-mortem examinations showed no pre-existing natural disease in either pilot that could have caused or contributed to death. Both died from very severe multiple injuries typical of high-energy crashes; death was virtually instantaneous. It was not possible to determine which pilot was handling the aircraft. The aircraft was a 1982 Piper PA-38-112 Tomahawk with one Lycoming O-235-L2C piston engine. The commander had 4,451 hours total flying experience, but no record of any experience on type. He had 39 hours in the last 90 days and 18 hours in the last 28 days. Aircraft weight and balance data: CG range 73.5-78.5 inches aft of datum, fuel capacity 32 US gallons (26.6 Imperial gallons). Best angle of climb speed 61 KIAS, best rate 70 KIAS. Stalling speed clean at 1,670 lb: 48 KIAS. Procedures for engine power loss during takeoff advised: ‘At low altitudes with a failed engine, turns should not be attempted, except for slight and gentle deviations to avoid obstacles. A controlled crash landing straight ahead is preferable to risking a stall which could result in an uncontrolled roll and crash.’