Channel Express - Air Services

Lockheed L-188 Electra

The aircraft (Flight 6526) departed Cologne at 0300 hours and routed directly to Dublin, where, after more than one hours delay due to the late arrival of a freight truck, the aircraft departed for Shannon Airport at 0816 hours. The crew consisted of the First Officer who was the handling pilot on both of these sectors, the Captain who was the non-handling pilot and the Flight Engineer. The take off gross weight was estimated at 83,701 lbs, well below the limiting 116,000 lbs take off weight (MTOW), and the centre of gravity was within limits. The landing weight was estimated at 80,345 lbs, again below the maximum landing weight of 98,102 lbs. The total freight on board was 14,000 lbs, less than half the 33,000 lbs maximum amount permissible. The aircraft reached it's designated altitude of FL120. The crew were handed over to Shannon Approach and given descent clearance. Shannon Approach instructed the crew to keep the speed up (due to an another aircraft behind them) and the aircraft was vectored on an approach to RWY 24. Due to the weather forecast for Shannon the crew decided to conduct the landing with 78% flaps set, rather than the standard 100% flap normally set for landing. During the approach the Captain called 1000 ft above the touchdown zone (TDZ), then 500 ft and every 100 ft thereafter to the Decision Altitude (DA). At an altitude of 700 ft the Ground Proximity Warning (GPWS) horn sounded. The Flight Engineer proceeded to inhibit the GPWS system. Slowing the aircraft to Vma (Maximum Manoeuvering Airspeed) the crew did not carry out the "before landing" checks. Whilst over the RWY threshold the gear warning horn sounded and five seconds later the crew heard a scraping sound and felt severe aircraft vibrations. Realising that the gear was not down the Captain called for a go-around. The First Officer continued to fly the aircraft and was cleared to 3000 ft by ATC. However, during the climb out the aircraft flew into cloud (Instrument Meteorological Conditions) at about 500/600 feet, and simultaneously the propeller assembly and part of No. 3 engine fell to the ground. Electrical power was lost and the only serviceable flight instruments available to the crew was the standby artificial horizon and wet compass. The First Officer relinquished control of the aircraft to the Captain who had great difficulty in maintaining directional control and it took the combined efforts of both pilots to control the excessive yaw through the rudder pedals. In addition, there was insufficient power available to climb to 3000 ft. In fact, less than 2000 ft was attained, as the aircraft commenced a slow difficult turn in a North Easterly direction and towards the high ground west of Limerick city. It was only by further manipulation of the throttles and feathering No. 4 engine that sufficient directional control was recovered, enough to respond to the instructions of the ATC Radar operator. The aircraft was now flying with only No.1 engine fully operative and No. 2 engine producing only half power and much vibration. The Radar operator vectored the aircraft to approach RWY 24 which became visible to the crew. They selected "gear down" and while only 2 of the 3 green landing lights illuminated, the Captain elected to proceed with the landing, with the flaps again set at 78%. This landing was successful, with all the landing gear deploying correctly. The aircraft was evacuated while the airport crash crews stood by.

Fokker F27 Friendship

The Fokker F27 was operating on a cargo flight to Guernsey, carrying newspapers. The aircraft departed Luton at 16:14. and climbed to cruising altitude FL150/160). The descent was begun at about 60 miles from Guernsey Airport and the aircraft was vectored onto final approach by Jersey Radar. The approach checklist was actioned and the flaps were lowered to 16° just before the aircraft was turned to intercept the ILS localizer. With less than six miles to run to the threshold the commander told the first officer that he could see the runway and was content to continue the approach visually. The first officer informed ATC that they wished to continue the approach visually; they were given the appropriate clearance and control of the aircraft was then handed over to Guernsey Tower. Initially the aerodrome controller cleared the aircraft to continue the approach (there was departing traffic on the runway) and the commander called for flaps to 26° followed by the landing checklist. About one minute later the commander said "three whites" (meaning that he was aware that the aircraft was slightly high on the glide path indicated by the precision approach path indicator lights) which the first officer acknowledged. The commander then said "ok the decision is to land, speed below one four four, flaps forty". The first officer acknowledged the instruction to select flaps to 40° and announced "running". There followed a pause of about five seconds before the first officer said, "flaps forty gear and clearance you have - oops". The commander then said, in an anxious tone of voice "ok flaps twenty six" and the engines could be heard accelerating on the cockpit voice recording. There then followed a number of expletives from the commander interspersed with some loud clicks as controls or switches were operated and the sound of a warning horn which stopped before the end of the recording. On approach the aircraft had lost control, attaining a nose-high attitude. The plane stalled, clipped a house on Forest Road with its left wing and ploughed into a field short of the runway.

Handley Page HPR-7 Dart Herald

While taxiing at Bournemouth-Hurn Airport, the aircraft collided with a foodlight and suffered extensive damages on the left wing. Both pilots escaped uninjured and the aircraft was damaged beyond repair.