History of the Flight
At 1300 hrs on the day of the accident, a Bell 206 helicopter arrived at Blackpool from Coventry Airport carrying a crew to collect the Robinson R44, G-TLME. The R44 was to be flown to Coventry for pilot training. The Bell 206 pilot, the two pilots for the R44, and two passengers accompanying the flight were on board. After shutting down the Bell 206, the five individuals had a light lunch while final preparations were made for the R44’s departure.
The R44 crew consisted of a commander, who was a helicopter flying instructor, and another pilot converting to the type. The commander sat in the left seat, and the converting pilot sat in the right seat, the normal single-pilot position. One passenger from the Bell 206 also boarded the R44. The Bell 206 commander and the remaining passenger returned to Coventry in the Bell 206. The two commanders agreed to fly in loose formation, with the R44 leading due to its more capable navigation system and the commander’s greater experience.
The helicopters departed Blackpool at 1633 hrs in good weather and contacted Warton Radar at 1635 hrs. The Bell 206 followed the R44 at 700 feet amsl. Once south of Warton, they climbed to 1,000 feet amsl. The R44 commander informed Warton of his intention to fly to the Manchester Low Level Route and then to Coventry.
At 1642 hrs, the R44 commander told Warton he was descending to 600 feet to remain clear of cloud and intended to follow the M6 motorway to the Low Level Route. At 1644 hrs, he reported being south of Leyland and needing to turn 180° to stay clear of cloud. The Bell 206 pilot, following about 60 yards behind, saw the R44 enter a left turn and then enter cloud. The Bell 206 pilot continued the left turn, staying clear of cloud, and settled on a westerly heading.
An eyewitness driving along the B6228 road east of Chorley saw both helicopters at an estimated 600 feet, about 100 yards apart. He observed the lead helicopter enter a gentle left turn and the second follow, describing the maneuver as perfectly normal.
Warton Radar asked the R44 commander if he was happy with his position, as he was 3 nm northwest of Winter Hill (2,452 feet amsl). The commander replied at 1644:10 hrs: “WE'RE ACTUALLY IN THE CLOUD NOW YOU CAN GIVE US SOME VECTORS.” Subsequent transmissions followed:
- Warton to R44 (1644:16): “Head west now make the heading two seven zero (PAUSE) I'll take you back towards the M6 and you can pick up the M6.”
- R44 to Warton (1644:24): “Affirm we are turning right east (PAUSE) was that east to follow the M6.”
- Warton to R44 (1644:30): “No go west onto heading two seven zero (PAUSE) can you fly the heading.”
- R44 to Warton (1644:33): “Affirm (PAUSE) west turning left onto west two seven zero.”
- Warton to R44 (1645:00): “Squawk for me three six four one.”
- R44 to Warton (1645:04): “Three six four one (PAUSE) we're actually in a bit of trouble now (PAUSE) if you can give us a bit of assistance (PAUSE) we're climbing to one thousand five hundred feet to get out of the cloud.”
- Warton to R44 (1645:27): “Just confirming I do have you identified you're twelve miles south east of Warton make the heading two seven zero take you back track back towards the M6.”
- R44 to Warton (1645:42): “Helicopter Golf Mike Echo we're in trouble.”
No further response was received from the R44 after 1645:44 hrs.
The Bell 206 pilot requested radar vectors to the last recorded position of the R44 but could not reach it due to cloud-covered high ground. He then obtained vectors to the Manchester Low Level Route and returned to Coventry. A police helicopter returning from another task heard the transmissions and attempted to locate the wreckage from various altitudes and directions but was unsuccessful due to fuel constraints.
Pilot Experience
The R44 commander held a Private Pilot's Licence (Helicopters) and was qualified to fly the Robinson R22 and R44 as pilot-in-command, instruct on both types, and fly at night. He last flew an R44 on 8 September 1999. The converting pilot also held a Private Pilot's Licence (Helicopters) and was qualified to fly the R22 and Bell 206 as pilot-in-command, with 88 total helicopter hours, including 2 hours on the R44. Neither pilot was trained or qualified to fly solely by reference to flight instruments.
Meteorological Conditions
The Meteorological Office provided an aftercast indicating a cold front moving south through the area. North of the front, visibility was good with no significant cloud; south of the front, extensive cloud and reduced visibility in light rain prevailed. A police helicopter pilot arriving at 1650 hrs reported that north of the accident site, visibility exceeded 10 km with little or no low cloud, precipitation, or turbulence. Near Winter Hill, conditions deteriorated with stratus cloud base 500 to 800 feet surrounding higher ground. Attempts to operate above or below the stratus were thwarted as cloud merged or obscured rising ground. The pilot considered conditions totally unsuitable for visual flight. A Search and Rescue helicopter from RAF Valley arriving at 1755 hrs noted that the stratus layer was about 300 feet thick, with the accident site about 100 feet above its base. The cloud dissipated within 30 minutes.
Radar Data
Radar data from St Annes showed the R44's ground track. It crossed the M6 at Leyland, followed the M61, then began a left turn abeam Chorley toward high ground. Shortly after this turn, the pilot reported being in cloud. Subsequent ground track indicated an erratic flight path. Prior to entering cloud, groundspeed was steady at 100 kt ±5 kt. Coincident with entering cloud, groundspeed increased to 113 kt, then reduced to 65 kt over 60 seconds, briefly recovered to 83 kt, and then reduced to 67 kt.
Aircraft Information
The R44 was equipped with an airspeed indicator, altimeter, vertical speed indicator, magnetic compass, and artificial horizon, identical to the R22. It also carried a Garmin 150 GPS with a Skyforce Tracker map display, destroyed in the accident. The commander was neither familiar with nor in the habit of using this equipment; whether it was used could not be determined. Several topographical charts of quarter-million scale relating to the intended route were recovered.
Medical and Pathological Information
Autopsies revealed that all three occupants were fatally injured at impact and died instantly. Injuries indicated severe vertical force with a lesser horizontal component; the accident was not survivable. No evidence of pre-existing disease, alcohol, drugs, or toxic substances was found in either pilot.
Impact Sequence
Initial ground impact marks and wreckage distribution indicated the helicopter struck the ground at a moderately high descent rate on a track of approximately 060°M, pitched slightly nose down, banked moderately right with some side-slip. Horizontal velocity could not be precisely determined, but forward throw of wreckage from the primary impact point was consistent with a moderate forward speed at impact.