Synopsis
On 8 January 2013 at 1105 hours, a Tucano T Mk1 aircraft, registration ZF349 and callsign LOP19, departed RAF Linton-on-Ouse for a routine Partial Test Flight (PTF). The aircraft belonged to No. 1 Flying Training School (1FTS) and carried a crew of two. The Handling Pilot (HP), an experienced Qualified Flying Instructor (QFI) and Unit Test Pilot (UTP), occupied the front cockpit. The Non-Handling Pilot (NHP), a Basic Fast Jet Training (BFJT) student acting as a scribe, sat in the rear cockpit. The sortie followed an engine over-temperature event on the previous flight; the test profile included engine performance checks in both Engine Electronic Control (EEC) Normal and Manual modes.
Accident Events
During power checks in EEC Manual over RAF Linton-on-Ouse, the HP noted torque abnormalities and decided to abort the sortie. After approximately 7 minutes of flight, the HP switched the EEC from Manual to Normal per the Flight Test Schedule (FTS). Immediately, the crew experienced a loss of thrust, a large increase in drag, and felt the aircraft pulse. The 'Igniter On' indicator illuminated, and the torque gauge indicated zero. Suspecting an engine failure, the HP moved the Emergency Shut Down Lever (ESDL) to Off/Feather and positioned the aircraft for an actual forced landing on Runway 21. She transmitted a Mayday call and lowered the landing gear using the normal system, then instructed the NHP to lower the gear via the standby system. Flaps were set fully down. The aircraft completed a controlled emergency landing approximately 2300 feet beyond the threshold, touching down wheels-up and traveling about 3700 feet along the centerline before the HP steered it off the runway onto grass beyond the overrun, where it stopped.
Post-Accident Events
The NHP opened the canopy and observed white/grey wispy smoke between the cockpits. Without inserting the ejection seat pin, the NHP egressed onto the left wing to check on the HP. The HP transmitted twice to Linton Tower that the crew were uninjured, then switched off the electrical systems and exited after making the ejection seat safe. Both aircrew moved away from the aircraft and awaited emergency services. No injuries resulted from the incident.
Aircraft Information
ZF349 was a Tucano T Mk1 basic fast jet trainer under the Aircraft Operating Authority of No. 1 FTS at RAF Linton-on-Ouse. Its last significant scheduled maintenance was an engine change completed on 21 November 2012 by Babcock. The replacement Engine Change Unit (ECU) had 17 hours since installation; total aircraft hours were 3705. Following the previous sortie on 7 January 2013, the aircraft was unserviceable due to an Exhaust Gas Temperature (EGT) over-temperature. Adjustments to power and temperature settings were made, followed by static checks and engine ground runs, and the aircraft was cleared for unrestricted flight subject to a satisfactory PTF.
Crew Information
The HP, a 45-year-old A2 QFI and CFS Tucano Examiner, held a UTP qualification. She had 2762 total flying hours, with 1680.55 hours on the Tucano. The NHP, a 26-year-old student pilot, had 142.05 total flying hours, 31.10 hours on type. She had flown two prior test sorties. Both crew were within prescribed rest periods and reported no fatigue issues.
Sortie Preparation
On the morning of 8 January, the HP arrived at 0800 and attended the Met Brief. Weather was initially unfit for student sorties, and after reorganization, the HP decided to fly two PTFs. The first, in ZF140, was uneventful and lasted 35 minutes. After landing at 1000 hours, the crew took refreshment and prepared for the ZF349 PTF. The HP self-authorised the flight, briefed the NHP on the EEC check format, obtained the outside air temperature from the Met Office, and signed the F700.
Flight Execution
The aircraft was fuelled to 500 kg. The crew walked to the aircraft at 1045 hours. The HP performed the external walk-around while the NHP completed rear cockpit and ejection seat checks. Startup and taxi to Runway 21 were normal. The HP gave an abridged pre-takeoff emergencies brief. Departure occurred at 1105 hours into a busy circuit. After takeoff, the NHP reported a smell similar to engine start in the rear cockpit; both pilots selected 100% oxygen. The HP began recording engine parameters downwind. She adjusted the flight profile to remain below cloud and near the airfield due to lower visibility. The maximum power check in EEC Normal was completed downwind at approximately 1500 feet and 200 knots before descending to 1200 feet.