Pegasus XL-Q Microlight, G-MWOX, 7 May 2003

1 Pegasus XL-Q Microlight, G-MWOX AAIB Bulletin No: 3/2004 Ref: EW/C2003/05/01 Category: 1.4 Aircraft Type and Registration: Pegasus XL-Q Microlight, G-MWOX No & Type of Engines: 1 Rotax 462 piston engine Year of Manufacture: 1991 Date & Time (UTC): 7 May 2003 at 1710 hrs Location: Fristling Hall Farm, Stock, 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: 67 years Commander's Flying Experience: 168 hours (of which 22 were on type) Last 90 days - 0 hours Last 28 days - 0 hours Information Source: AAIB Field Investigation Synopsis The pilot, who had not flown in the preceding seven months, was flying solo in good weather conditions from Fristling Hill Farm Airstrip in Essex. He made several attempts to land on both Runway 13 and the reciprocal Runway 31. The later stages of each approach however became unstable resulting in a go-around. During the final go-around from Runway 13 and re-positioning for a further approach to Runway 31 the aircraft climbed away at slow speed, in line with gently rising ground, and hit a solitary tree 30 feet agl. No defects were found in the airframe or engine that would have affected the normal handling or performance of the aircraft. History of the flight The pilot, who normally preferred to fly his aircraft accompanied by a more experienced pilot, had not flown in the preceding seven months. On the day of the accident no other pilots were available to join him so he asked a friend, who had no flying experience, to travel with him and remain on the ground at the airstrip while he carried out the flight alone. When they arrived at the airstrip the pilot proceeded to rig the aircraft. His friend, who assisted with the attachment of the wing, (permanently rigged and stored in a purpose-built shed at the airstrip) later commented on the pilot's diligence in checking and rechecking the aircraft during its assembly. After asking his friend to check that his helmet strap was correctly fastened, the pilot strapped himself into the aircraft saying that the flight would last between 20 and 30 minutes. The engine started normally, the pilot taxied the aircraft up and down the runway four times, apparently to warm up the engine, and at 1653 hrs, the aircraft took off from Runway 13. The takeoff was normal and the aircraft became airborne when it was half way down the runway. It was then seen to climb straight ahead before commencing a left turn on to a downwind heading. Although he was aware that the aircraft remained in the vicinity, the pilot's friend did not watch all of the flight. He continued to hear the engine noise however, and reported that it sounded normal throughout. Another pilot, one of four who maintained and operated aircraft from the airstrip, arrived by car at approximately 1700 hrs. As he approached the airstrip from the east the aircraft flew over him at approximately 500 feet agl. It appeared to be climbing away after a takeoff from Runway 13 and was seen turning left onto a westerly heading. On arriving at the airstrip this witness had a brief Document title 2 conversation with the pilot's friend before watching the aircraft make an approach to Runway 13. As the aircraft neared the runway threshold it drifted to the left of the centreline and commenced a go- around. After a short turn to the left the aircraft re-positioned, at an estimated height of 100 feel agl, for a right hand circuit and approach to Runway 31. In the final stages of this approach the aircraft drifted to the right of the centre-line and went around again. It climbed more positively than on the previous go-around and overflew the runway, levelled at 500 feet and eventually entered the downwind leg to carryout a right hand circuit to land on the reciprocal Runway 13. The aircraft eventually turned to position for a long final approach to Runway 13. As it neared the threshold the pilot was seen to be making large control inputs to the wing. The aircraft then veered to the left of the centreline, a small increase in engine power was heard, the noise reduced momentarily and then increased again. The aircraft turned sharply to the left, climbed away at slow speed to the east of the runway and flew across a field and in line with the gently rising ground. Approximately 225 metres to the north-east of the airstrip, abeam the upwind end of Runway 13, the outer part of the aircraft's left wing struck the only tree in a elevated hedgerow 30 feet agl. A copse of similar height trees was situated some 50 metres to the north and to the left of the aircraft's track. The aircraft immediately yawed to the left and descended nose down and out of control into the field beyond. The two men on the ground at the airstrip, witnesses to the accident, rapidly went to the scene to render assistance. They were joined by a walker who had also seen the accident. The pilot, who survived the accident, was eventually attended to by the emergency services and airlifted to hospital but he subsequently died of his injuries. There was no fire. A post-mortem report revealed no evidence of any medical condition that may have caused or contributed to the accident. Pilot's background The pilot started microlight flying in 1988 and in 1992 became the owner of a Pegasus XL-R microlight. By 2001 he had accrued 97 hours on the type. The majority of this flying had been from the airstrip at London Colney (see Figure 1) located in a large field with good clearance from hedges and trees. Document title 3 In 2001 the pilot joined a syndicate of pilots operating from the airstrip at Fristling Hall Farm (see Figure 2). Landing or departing aircraft from this strip are presented with more obstacles than at London Colney. The pilot flew his XL-R from this airstrip on three occasions in 2001. Document title 4 In March 2002 the pilot bought a more powerful, faster and heavier Pegasus XL-Q microlight. This aircraft, with its superior lift to drag ratio, has a different response to control inputs and is more demanding to land than an XL-R. During 2002 the pilot completed 13 hours in his XL-Q, often accompanied by a more experienced pilot. Three of the pilots who flew with the owner described his tendency to overcontrol the aircraft during the approach and his difficulty in maintaining the runway centreline during the final phase of flight. On occasions the owner had to initiate a go-around, sometimes with assistance from the other pilot. The pilot was considered to be cautious in his approach to flying, took great care when rigging his aircraft and would not undertake a flight unless the weather was good. He was also recognised as being meticulous when it came to maintenance and paperwork. No log book entries, however, could be found recording his flying in the XL-Q. Furthermore there was no record of a current Certificate of Experience (C of E); the previous certificate having expired on 31 March 2003. Evidence that the pilot had completed 13 hours of flying in 2002 was derived from entries in the Aircraft and Engine Log Books, anecdotal evidence, and personal diary entries. This evidence indicated that, although a current C of E could not be found, the pilot had the requisite experience to maintain his currency. Meteorological information At the time of the accident a ridge of high pressure covered southern England giving light winds and fine conditions. The weather recorded at 1650 hrs and 1720 hrs at Southend Airport (approximately 10 nm to the south-east) gave the surface wind as 120°/6 kt and 140°/6 kt respectively. The temperature was +17°C with the dew point +6°C. The weather at Stansted Airport (15 nm to the north-north-east) was similar. Although a windsock was available at the airstrip it was not rigged and Document title 5 the pilot

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Pegasus XL-Q Microlight, G-MWOX, 7 May 2003

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