Learjet 45, D-CNIK, 17 March 2006

53 © Crown copyright 2006 AAIB Bulletin: 9/2006 D-CNIK EW/C2006/03/04 ACCIDENT Aircraft Type and Registration: Learjet 45, D-CNIK No & Type of Engines: 2 Honeywell TFE731-20 turbofan engines Year of Manufacture: 2003 Date & Time (UTC): 1 7 March 2006 at 2029 hrs Location: London Gatwick Airport Type of Flight: Public Transport Persons on Board: Crew - 2 Passengers - None Injuries: Crew - 1 (Serious) Passengers - N/A Nature of Damage: Fuselage and entry door plus damage to a parked motor vehicle Commander’s Licence: Airline Transport Pilot’s Licence Commander’s Age: 42 years Commander’s Flying Experience: 9,500 hours (of which 2,450 were on type) Last 90 days - 54 hours Last 28 days - 26 hours Information Source: AAIB Field Investigation Synopsis The aircraft was being prepared for departure to Paris. The commander was at the rear of the cabin and the co-pilot was on the flight deck. The right engine was running in order to provide electrical services and air conditioning for the cabin. The engine power was inadvertently increased to 70% N 1 and the aircraft moved forwards, unobserved by the co-pilot. Whilst moving forwards through the cabin, the commander fell from the open doorway. The outer part of the left wing struck a parked motor vehicle and the aircraft swung rapidly to the left, turning through 180º before coming to rest again against the side of the vehicle. The commander and a ramp handling agent were both struck by the aircraft and knocked to the ground. The commander was seriously injured. History of the event The aircraft had arrived at London Gatwick earlier in the day and was parked facing south on Stand 143 by the off-going crew. The nosewheel, which was chocked in front and behind with the aircraft’s own chocks, was positioned on the yellow painted centreline of the stand. The weather conditions at the airport were dry and clear with a surface wind from 050º at 18 kt. The flight crew were driven to the aircraft by a handling agent. The vehicle was parked in front of the left wing facing approximately north. The co-pilot went on board and set the park brake by pulling and turning the handle. He then climbed into his seat, selected all three batteries ON, the cockpit lights ON and started the right 54 © Crown copyright 2006 AAIB Bulletin: 9/2006 D-CNIK EW/C2006/03/04 engine. Once the engine was running he selected the air conditioning ON. The co-pilot recalled that he had been seated half in his seat facing rearwards. After a few seconds he sensed that something was wrong and realised that the aircraft was moving. He climbed back fully into his seat so that he could apply the toe brakes, but the aircraft was now swinging round rapidly to the left and he was unable to act in time to stop it. He heard a crash as the aircraft came to rest against the side of the parked van. He pulled the thrust lever back to idle and a few seconds later shut down the engine. Meanwhile the handling agent had brought the catering to the aircraft and the commander stowed it in the galley. The commander then went to the rear of the aircraft cabin to stow his baggage. While he was there, he noticed an increase in engine noise, he tried to call to the co-pilot but because of the air conditioning noise could not be heard. He moved forward up the cabin and as he came alongside the steps realised that the aircraft was moving. He was partially on the steps when he lost his balance and fell to the ground outside the aircraft. After the aircraft came to rest the co-pilot could hear someone calling and so he looked back into the galley area; he was surprised to see that no one was there. He climbed out of the aircraft, over the van which was now partially blocking the doorway, and found the commander lying on the ground injured. The handling agent, who had also been knocked over by the aircraft, was back on his feet and together they assisted the commander towards the van. The handling agent telephoned airfield operations and asked them to contact the emergency services. Accident sequence The aircraft had been parked with the nose wheel aligned with the painted central guidance line for stand 143L on a heading of 169ºM. Alongside the aircraft was a Volkswagen ‘Sharan’ Multi-Purpose Vehicle (MPV) acting as a ground support vehicle (see Figure 1). The aircraft had moved forward and initially struck the left hand side of the MPV, and had then turned to the left around the rear of the ground support vehicle. It had then struck the right side of the MPV, coming to rest against the vehicle on a heading of 013ºM, approximately 8.6 m from the centre of the stand marking. The MPV had been pushed sideways in the final impact and moved approximately 0.6 m, forcing the left front tyre off its rim. At some stage during the aircraft movement the commander had fallen to the ground outside the aircraft. The trailing edge of the nose landing gear door had been bent by impact with the commander and there was a faint mark on the concrete surface of the stand that had been made by his clothing. The mark followed an arc corresponding to the path of the nosewheel (see Figure 1) as he was dragged by the aircraft. Personnel information The commander was employed by the operator on an occasional basis as a freelance pilot. He had flown some 50 hours on their behalf over a period of 15 months prior to the accident. He held a Type Rating Examiner (TRE) qualification on the aircraft and had previously carried out some check flights on other pilots on behalf of the operator. He flew this aircraft type on behalf of several other operators and also flew another commercial aircraft type. The co-pilot had been employed by the operator for a period of 18 months. He had flown a total of 920 hours 55 © Crown copyright 2006 AAIB Bulletin: 9/2006 D-CNIK EW/C2006/03/04 on the aircraft type. He had not flown any other type in the preceding 90 days. When the co-pilot started his employment with this operator, he was already qualified on the aircraft type. Aircraft information General This type of aircraft is fitted with two engines mounted high on the rear fuselage. D-CNIK was not fitted with an APU, it is an item of optional equipment for the aircraft. A pair of small wooden chocks weighing approximately 1 kg each was carried aboard the aircraft. Brake systems The braking system on this type of aircraft comprises the normal brake system and the emergency/parking brake system. The normal brake system is controlled by a two channel brake control unit which controls Scuff mark on ground surface Final position of aircraft Parked position of MPV Parked position of aircraft Figure 1 Location of aircraft and ground support vehicle 56 © Crown copyright 2006 AAIB Bulletin: 9/2006 D-CNIK EW/C2006/03/04 hydraulic pressure to the brake control valves under a combination of pilot brake pedal demand, anti-skid, locked wheel protection and touchdown protection. The main hydraulic system supplies a nominal system pressure of 3,000 psi to the normal braking system from two engine-driven pumps. An auxiliary DC motor‑driven hydraulic pump provides pressure to the brake system if the engine driven pump supply is lost. A separate brake accumulator, fed by the auxiliary system provides hydraulic pressure to the emergency/ parking brake system. The emergency/parking brakes are applied by pulling upwards the emergency/parking brake handle located on the centre pedestal. The handle is connected via a lever and a cable to the emergency/parking control valve, which opens to allow hydraulic pressure from the emergency/parking brake accumulator to the emergency/parking brake shuttle valves. Turning the emergency/parking brake handle through 90º when the handle is fully extended from the pedestal holds the emergency/parking control valve open to maintain the hydraulic pressure to the brakes for parking. The emergency/parking brake control valve internal switch signals the data acquisition s

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Learjet 45, D-CNIK, 17 March 2006

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