Accident Details
At 2028 hrs on 25 September 2006, a Socata TB10 Tobago, registration G-JURE, crashed near Delamere, Chester, Cheshire. The aircraft was privately operated with a single pilot on board; no passengers. The pilot sustained serious burn injuries and the aircraft was destroyed.
Flight History
The pilot, a 52-year-old private pilot with 300 flying hours (25 on type), intended to perform a night currency flight after nearly three months without night flying. He performed a pre-flight inspection including fuel contamination checks. The start, taxi, power checks, and takeoff from Liverpool Airport were uneventful. He departed the Liverpool Control Zone at 1933 hrs heading towards Chester.
The pilot flew to Llangollen between 2,000 and 2,500 ft amsl, then headed back to Oulton Park, the visual reporting point for return to Liverpool. At 1953 hrs, he transmitted to Liverpool ATC that he was 'FOUR MILES SOUTH WEST OULTON PARK FOR REJOIN AT OULTON PARK' and descended to 1,500 ft. He completed rejoin checks, including selecting carburettor heating for 30 seconds to one minute. After levelling at approximately 100 kt, the engine noise changed slightly but he could not identify why. While turning towards Liverpool Airport, the engine note changed significantly with a significant power loss, considered mechanical rather than rough running. He moved the throttle and selected mixture to fully rich without effect. He completed engine restart checks: mixture FULL RICH, propeller FULL FINE, full throttle, carburettor heat ON. He transmitted 'MAYDAY MAYDAY MAYDAY, G-JURE HAS AN ENGINE PARTIAL FAILURE AND IS DESCENDING CURRENTLY AT 800 FEET AND JUST THREE MILES TO THE NORTH WEST OF OULTON PARK'.
Post-crash Events
Unable to maintain level flight, the pilot glided at 80 kt towards a dark area, switching on the landing light which illuminated a canopy of trees. He then switched the light off to preserve night vision. Shortly after, the aircraft impacted the tree canopy and came to rest upright. The pilot's restraints held him in his seat. Within seconds, a fire started forward of the cockpit. He attempted to vacate but could not open the door as its latch was engulfed in fire. He undid his harness, pushed out the side plexiglass panel, fell through the opening, and dropped to the forest floor. He moved away from the burning wreckage. A witness searched for survivors and called emergency services; another passer-by poured water over the pilot as his clothing emitted smoke. He was taken to hospital and spent several weeks in intensive care with serious burn injuries.
Examination of Wreckage
After coming to rest suspended in trees, the aircraft suffered an intensive post-crash fire destroying the fuselage aft of the engine firewall. Fuel tanks were damaged; significant evidence of fuel spillage at the accident site. Detailed examination after recovery showed all instrumentation, fuel lines, and selector valve destroyed. The propeller, engine, control cables, and firewall were examined. One propeller blade was bent backwards but relatively undamaged; no witness marks indicated significant rotation speed through trees. Engine control cable measurements indicated throttle 80% fully open, mixture 75% towards rich, and carburettor heat selected. Impact forces unlikely to have moved the carburettor heat control to that position. The carburettor, magnetos, and carburettor air intake valve position could not be verified due to fire damage. Spark plugs showed no evidence of oil fouling; cylinder bores showed no scoring or other abnormalities. No other mechanical abnormalities were identified.
Aircraft Records
At the last annual inspection in December 2005, the engine had low compression; all cylinders were removed and overhauled. After seven further hours, the number two cylinder was removed for 'rework' to rectify oil fouling. After reinstallation, the engine operated 54 hours without reported defects before the accident. There was no evidence of mechanical failure within the engine; spark plugs and cylinders confirmed no oil fouling immediately prior to the accident.
Environmental Conditions
Liverpool Airport weather at 2001 hrs: surface wind 310° at 5 kt, scattered cloud at 2,500 ft amsl, temperature +16°C, dew point +12°C. Carburettor icing charts using these conditions suggested moderate icing at cruise power and serious icing during descent. The possibility remains that carburettor icing caused the engine power loss; surface wind and temperature suitable for the flight.
The pilot was familiar with the area and flight planning appeared well considered. Regardless of cause, the forced landing at night away from an illuminated airfield is hazardous. The emergency call included position information, significant for night accidents less likely to be observed.