What happened
On 2 July 2009, a Tornado F3, registration ZE982, was operating as the lead aircraft (callsign BLACKSMITH 1) of a pair during a routine training sortie from RAF LEUCHARS. The mission involved medium and low-level intercepts for an E3D AWACS squadron acceptance check, followed by a low-level navigation exercise.
While flying through a series of valleys west of Tarbet, the aircraft was performing a low-level flight in Configuration 3. As the formation progressed toward Glen Kinglas, the aircraft entered a high-stress maneuvering phase involving wing sweeps and flap/slat selection. During a turn near the saddle at Rest and Be Thankful, the aircraft's Ground Proximity Warning System (GPWS) activated. Despite the navigator providing a warning of high ground ahead, the aircraft continued its descent. The Tornado F3 struck the north slope of Glen Kinglas at 1198ft AMSL, impacting civilian-owned open hillside. The impact and subsequent breakup of the airframe caused a large fireball, and both crew members were killed.
The investigation
The investigation examined the flight data recorder (R-ADR) and the sequence of cockpit inputs leading to the impact. Investigators analyzed the aircraft's configuration, noting it was fitted with under-wing tanks, a RAIDS pod, and an Acquisition Training Missile.
Technical analysis of the flight path revealed that as the aircraft attempted to maneuver through the terrain, the pilot applied significant aft control column movement, reaching a maximum deflection of -24 degrees. This resulted in the Angle of Attack (ADD) increasing to 25 units, which exceeded the normal operating limits. The investigation also reviewed the crew's background, noting that both the pilot and navigator were fully rested and had no alcohol impairment; toxicology confirmed no alcohol was present in the pilot's blood.
Findings
- The aircraft was flying at low level through complex terrain during a navigation exercise.
- The Angle of Attack (ADD) exceeding normal operating limits was a critical factor in the loss of altitude and control margin.
- A significant nose-down movement occurred when 16% left rudder pedal was applied, reducing available turning room.
- High g-loads were sustained during the maneuver, which necessitated sacrificing airspeed to maintain flight, further increasing the Angle of Attack.