History of the Flight
The pilot, a 55-year-old private pilot with an IMC rating and an estimated 400+ flight hours, booked the aircraft for a return cross-country flight from Biggin Hill to Shoreham. The aircraft had been flown earlier that day by another syndicate member and landed at 1145 hrs with three-quarter-full tanks. The pilot requested no refueling as he intended to carry three passengers. The aircraft departed Biggin Hill at 1247 hrs and arrived at Shoreham at 1312 hrs without incident. After a brief stop, the pilot and three passengers boarded for the return flight. The front-right passenger was also a qualified private pilot who had flown with the pilot previously.
The aircraft took off from Shoreham at 1407 hrs. Five minutes into the flight, the pilot requested a frequency change from the Shoreham Approach controller and made no further contact with air traffic control. Radar tracking by NATS at Pease Pottage recorded the aircraft's primary returns but not its Mode C transponder. The aircraft flew toward Brighton, then turned inland near the Seaford VOR, following a north-westerly track before turning north toward Sharpthorne. It approached the southern edge of the Gatwick Control Zone (CTR) and entered a tight right turn before the radar return disappeared at 1424:53 hrs, approximately 2 km north of Sharpthorne.
Several witnesses observed the aircraft before the accident. One witness, an experienced pilot, saw the aircraft flying north at an estimated height of 500–800 feet agl with wings level and normal engine sound. The engine noise increased for 5–10 seconds then stopped abruptly. Shortly after, visibility dropped to 200 meters in a snow shower. Another witness saw the aircraft enter or fly behind a large cumulus cloud and then heard a rise in engine noise. A third witness saw the aircraft emerge from a shallow 10° descent at or below tree line, attempt a level right turn, but observed wing flutter and a sound of mechanical failure before the left wing separated. The aircraft then spun and impacted the ground. Several witnesses reported both wings folding upward and rearward prior to impact. Emergency services arrived within ten minutes, and the occupants were found to have sustained fatal injuries.
Pathology
Post-mortem examinations of the pilot and front-seat passenger revealed no pre-existing disease that could have caused or contributed to the accident.
Weather
A meteorological aftercast indicated a shallow ridge of high pressure over southern England with a moderate, unstable north-easterly airstream. Conditions included slight snow showers, visibility 20 km, scattered cumulus at 2,500 feet, and few stratocumulus at 5,000 feet. Surface wind was 030°/10 kt, increasing with altitude. The weather was suitable for VFR flight clear of cloud. Radar and satellite imagery showed isolated showers. A witness near the crash site reported a moderate snow shower with visibility reduced to a few hundred meters at the time of the accident. Gatwick weather at 1420 hrs was similar, with showers in the vicinity and towering cumulus. The Gatwick Intermediate Director observed the aircraft's primary radar contact approaching the Gatwick CTA and noted it turned away from the zone boundary. He also reported that several departing aircraft requested to delay their turn south to avoid weather near East Grinstead.
Aircraft Information
G-LIMA, a 1978 Rockwell Commander 114 (serial number 14415), had a Lycoming IO-540 engine and Hartzell two-bladed constant-speed propeller. It entered the UK register in 1994. At its last annual inspection (July 2000), total flight time was 2,777.25 hours. The last maintenance was a 50-hour check in December 2000, with only minor rectification in the prior year. The aircraft was subject to Service Bulletin SB-114-22C, which replaced main landing gear side brace fittings; this was embodied.
The aircraft was certified to FAR Part 23 in the Normal category, with a limit load of 3.8g and a factored load of 5.7g. Manufacturer static tests on a specimen wing had shown failure at 2.1 times the limit load (7.98g) under conditions of maximum zero-fuel weight and forward CG. For the accident weight and balance, the manufacturer estimated wing failure would not occur below 2.3 times the limit load (8.8g) at a minimum speed of 179.5 knots.
Weight and Balance
Calculations of the aircraft's all-up weight and CG at takeoff from Shoreham and at the time of the accident indicated the aircraft was probably near its maximum takeoff weight authorized, maximum zero-fuel weight, and CG limits. Weights for front-seat occupants were known; rear-seat occupant weights were estimated.
Pilot's Operating Handbook Excerpts
Relevant limitations from the handbook include: maneuvering speed (VA) 116 kt; never-exceed speed (VNE) 187 kt; maximum structural cruising speed (VNO) 147 kt. The manoeuvre limits prohibit abrupt control movements above VA and any intentional abnormal maneuvers. Flight load factor limits for normal category are +3.8g to -1.52g (flaps retracted). The handbook also provides procedures for inadvertent icing encounters, including activating pitot heat and windshield defrost, increasing RPM, changing altitude, and altering course to avoid icing.