AAIB investigation to Beagle B121 Series 2, G-AZDG

1All times are UTC© Crown copyright 2026 AAIB Bulletin: G-AZDG AAIB-31442 Accident Aircraft Type and Registration: Beagle B121 Series 2, G-AZDG No & Type of Engines: 1 Lycoming O-320-A2B piston engine Year of Manufacture: 1970 (Serial no: B121-145) Date & Time (UTC): 28 December 2025 at 1402 hrs Location: Hanningfield Reservoir, Essex Type of Flight: Private Persons on Board: Crew - 1 Passengers - None Injuries: Crew - 1 (Fatal) Passengers - N/A Nature of Damage: Aircraft destroyed Commander’s Licence: Private Pilot’s Licence Commander’s Age: 66 years Commander’s Flying Experience: 20,000 hours (of which ‘unknown’ were on type) 1 Last 90 days – 1.5 hours 2 Last 28 days – 0.5 hours Information Source: AAIB Field Investigation Synopsis The pilot took off in G-AZDG from North Weald Airport, Essex for a local flight. About 1 hour and 20 minutes later the aircraft was observed to enter a steep descent before it struck the water in Hanningfield Reservoir, Essex. The pilot did not survive. The pilot had been experiencing mental health issues and sleep difficulties for a few weeks before the accident. Based on this information, a handwritten card by the pilot, and the aircraft’s flight profile, it is likely that the pilot deliberately flew into the reservoir. History of the flight Background information On 24 December 2025, the pilot flew the accident aircraft solo, on a local flight from North Weald Airfield (Figure 1). This flight lasted about 35 minutes, during which the aircraft flew an orbit over, and another near, Hanningfield Reservoir, Essex; the location of the accident. The aircraft subsequently landed at North Weald without event. Footnote 1 The pilot’s most recent logbook was not recovered. His total flying hours were stated on a pilot’s medical application in June 2023. 2 The pilot’s recent flying hours were taken from the aircraft’s logbook. 2All times are UTC© Crown copyright 2026 AAIB Bulletin: G-AZDG AAIB-31442 Accident flight On 28 December 2025 the pilot notified ATC that he intended to perform a local flight from North Weald Airfield. At the time Runway 02 was in use. Soon after the aircraft commenced taxiing, one of the airfield’s operations vehicles noticed a tie-down weight was still attached to the aircraft’s right wing and was being dragged along the taxiway. The vehicle driver informed the ATCO, who in turn advised the pilot to stop so the driver could remove it. The driver subsequently spoke to the pilot before he removed the weight and stated that, while their interaction was short and the aircraft’s engine was running, he noted that the pilot’s demeanour appeared normal. The aircraft then continued to taxi to the runway and, after completing the engine power checks, took off at 1239 hrs without incident and departed to the east. The aircraft flew towards Hanningfield Reservoir 3 , 13.5 nm east-south-east of North Weald where it remained in the vicinity for about 70 minutes (Figure 1). During this time the aircraft’s flight path involved many turns centred on the reservoir, with some excursions to the south-west and north-east, before returning to the reservoir 4 . It also included, at about 1253 hrs, one descent in excess of 6,000 ft/min, down to about 600 ft above the reservoir, before entering a climb. At 1401 hrs the aircraft turned south-east flying towards the north-east corner of the reservoir, at an altitude of approximately 1,800 ft above the reservoir, with a ground speed averaging about 90 kt. The ground speed started increasing in conjunction with a slight climb. A right turn was initiated just prior to reaching the reservoir, the turn tightened and the aircraft descended rapidly with an increasing groundspeed 5 . The last recorded point, at 1402 hrs, was approximately 500 ft above the reservoir with a descent rate greater than 5,000 ft/min. At this time the aircraft was seen by some eyewitnesses that were about 450 m south-east of the impact point. They stated that they saw the aircraft, in a level attitude, “nose diving” from height at an angle of approximately 60° nose-down, before it struck the water making “a big splash and a loud bang”. The aircraft then disappeared under the water. They added that during the descent the engine sounded normal and there was no “spluttering engine” noise. After it had disappeared, they observed oil and small pieces of wreckage on the surface of the water. They immediately called the emergency services, who arrived about 15 minutes later. This subsequently included an air ambulance helicopter and a police helicopter. At the time there was an easterly wind. Footnote 3 Hanningfield Reservoir is about 177 ft amsl. 4 The aircraft’s transponder provided the flight path information recorded by aircraft tracking services. 5 The accuracy of the onboard GNSS position fixes and the ability for the aircraft tracking networks to receive the transmitted position were likely compromised during the final part of the descent. 3All times are UTC© Crown copyright 2026 AAIB Bulletin: G-AZDG AAIB-31442 Figure 1 Aircraft’s flight path on 24 and 28 December 2025 © Google Earth, Image © Airbus Meteorology During the period of the flight the weather at London Southend Airport, 8.7 nm from the accident site, had a surface wind from between 030° and 050° at 8 to 9 kt, with variations between 010° and 070° and visibility in excess of 10 km. There was broken cloud between 2,300 and 2,400 ft aal (2,350 ft and 2,450 ft amsl), the temperature was 7°C and the QNH was 1031 hPa. Pilot information The pilot had owned the aircraft for about nine years. A close friend stated that it was extremely rare for the pilot to fly the aircraft solo. When he did, it would usually be a visual circuit to remain current. Whilst the pilot flew the aircraft solo on 24 December 2025, when he met his friend on 25 December 2025, he did not mention that he had been flying. At that meeting the pilot seemed quiet, and vacant, which was unlike him. He said he had been “feeling rubbish and unhappy” and that recently prescribed medication was making him feel a bit strange, and not very well mentally. The day before the accident the friend spoke to the pilot after which the pilot messaged his friend to say he was lonely and unhappy. As such the friend invited the pilot to lunch at around 1200 hrs, which he accepted. At 1300 hrs on the day of the accident the friend tried to contact the pilot several times to no avail. Later that afternoon, he became aware of the accident involving his friend. 4All times are UTC© Crown copyright 2026 AAIB Bulletin: G-AZDG AAIB-31442 After the accident a card addressed to the friend was found at the pilot’s house which expressed that his ‘desolation and loneliness’ had become too much. Medical Medical history The pilot contacted his doctor on 10 December 2025 as he was having problems with his mental health and difficulties sleeping. He was subsequently referred to a consultant psychiatrist who prescribed him medication, including antidepressants. His last contact with mental health professionals was at his home on 23 December 2025. They noted that the pilot ‘engaged well in the review and reported no concerns. He explained that he was quite satisfied with the progress he was making.’ The pilot held a UK Private Pilot’s Licence and was flying on a Pilot Medical Declaration, which is made by pilots on the CAA’s website. His last declaration was made on 11 June 2023 and was valid until 10 April 2029. Given his condition and the prescribed medication, he was obliged to withdraw his declaration. He should have also consulted with an Aeromedical Examiner (AME) to discuss his condition, the medicine and his fitness to continue flying. There were no records of any contact with an AME and he had not withdrawn his declaration. Post-mortem examination There was no evidence of any underlying pathology that could have led to incapacitation or death prior to impact. The

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AAIB investigation to Beagle B121 Series 2, G-AZDG

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