Avro 696 Shackleton

South African Air Force

The aircraft was en route from South Africa to England via Abidjan to take part to an airshow. While cruising over the desert by night, both right engines n°3 and 4 failed. Ten minutes later, the captain decided to attempt an emergency landing. The airplane crash landed in a desert area located some 50 km north of Agwenit, Occidental Sahara. All 19 occupants evacuated safely while the aircraft was damaged beyond repair and abandoned on site.

Royal Air Force - RAF

On the morning of 30 April 1990, the crew of Shackleton AEW2 WR965 took off from RAF Lossiemouth to participate in a maritime exercise in the Benbecula area to the west of mainland Scotland. The exercise was to be in two parts with a time interval between. To make most economical use of the Shackleton's flying time it was intended to utilise the time interval to undertake some continuation training for which the crew had appropriate authorisation. Although the weather was forecast to be generally clear in the aircraft's operating area there were areas of low cloud and poor visibility over Scottish coastal areas. The first part of the sortie was completed without incident and at 09:45 UTC the crew took the opportunity to participate with a Tornado F3 in mutual training which required the Shackleton's radar to be set to standby/off. After completing this training, the crew commenced their own continuation training which was to include a visual approach to Benbecula airfield. The crew contacted Benbecula Air Traffic Control (ATC) at 10:25 UTC requesting permission for an approach, stating that they were about 20 miles west of the airfield; permission was given and Benbecula ATC passed their actual weather to the crew. Subsequent investigation determined, however, that the aircraft was actually 15 miles north of the position which it had reported at this time. At 10:30 two RAF personnel saw the Shackleton orbiting an island some 12 miles to the north of Benbecula airfield, and at 10:34 the Shackleton crew called Benbecula ATC stating that the weather was not sufficiently good for an approach and that they were turning right and climbing. At around 10:37 it struck the ground about 30 ft below the summit of an 823 ft hill on the Isle of Harris. Reliable evidence indicates that at that time and in that vicinity the cloudbase was 200 ft above mean sea level, with cloud tops at 3000 ft. At impact, the aircraft was in controlled flight with all four engines developing cruise power. Crew (28th Squadron): W/Cdr Stephen Roncoroni, W/Cdr Chas Wrighton, F/O Colin Burns, S/L Jerry Lane, F/Lt Al Campbell, F/Lt Keith Forbes, M/O Roger Scutt, F/Sgt Rick Ricketts, Sgt Graham Miller, Cpl Stuart Bolton.

Royal Air Force - RAF

For unknown reason, the airplane landed hard and was considered as damaged beyond repair and retired from service. All seven crew airman were uninjured.

Royal Air Force - RAF

The aircraft had taken off from Ballykelly in Northern Ireland on an anti-submarine exercise early on the morning of the 19th April 1968, it is reported to have been tasked with located a Royal Navy submarine that was in the area. The area that day was shrouded in thick sea mist and at about 10:30 the aircraft was heard in the area south of the Mull of the Kintyre shortly after as it climbed up through the mist the aircraft struck rising ground near Garvalt cottage killing all 11 crew members instantly. Crew: S/Ldr Robert Clive Leonard Haggett, pilot, F/O David Robert Burton, pilot, F/O Michael Creedon, pilot, F/Lt Roger John Duncan Denny, navigator, F/Lt George Craigie Fisken, navigator, Sgt John Richard Frank Creamer, flight engineer, F/Lt Rodney Hellens, air electronic officer, F/Sgt Thomas Frederick Anglin Buttimore, air electronic officer, Sgt Bruce Robert Dixon, air electronic officer, M/Sig Ronald Cecil Stratton, air signaller, Sgt Nathaniel Michael Duffy, air signaller. Source: www.peakdistrictaircrashes.co.uk

Royal Air Force - RAF

The crew was engaged in a local training flight at RAF Ballykelly. On touchdown, one of the main gear collapsed. The airplane slid for several yards and came to rest. All five crew members escaped uninjured while the aircraft was damaged beyond repair.

Royal Air Force - RAF

The aircraft was engaged in a three hour routine training flight out from RAF Kinloss. Shortly after takeoff, weather conditions deteriorated with low clouds, fog, turbulences and icing conditions. While cruising at low height, the airplane struck the top of a hill at Creag Bhan. The aircraft disintegrated and all 13 occupants were killed. Crew: S/Ldr Michael Charles McCallum, pilot, F/O Terence Charles Swinney, copilot, F/O David John Evans, copilot, F/Lt Bruce George Wishart Mackie, navigator, F/O Ralph Joseph Fonseca, navigator, Sgt Malcolm Arthur Jones, air engineer, F/O John Verner Young, air electronics officer, F/Sgt David John Harris, air electronics operator, Sgt Michael Barry Bowen, air electronics operator, Sgt Charles Peter Matthews, air electronics operator, Sgt Kenneth Browne Hurry, air signaller. Passengers: S/Ldr Harry Harvey, air electronics officer, P/O Iain Campbell MacLean.

Royal Air Force - RAF

The aircraft departed RAF Newquay-St Mawgan on a training exercise over the Celtic Sea with the HMS Brighton's vessel, on behalf of the 201st Squadron based at RAF Kinloss. While simulating an aerial attack of the HMS Brighton and descending at low height, the pilot-in-command lost control of the airplane that crashed into the Celtic Sea. Two crew members were quickly rescued while nine others were killed. Crew: Lt Cdr Christopher Brian Schofield, † F/Lt Joseph Dennis Fillion, † S/Ldr Brian Campbell Letechford, † F/Lt Frank Raymond Hollins, † F/Lt Edward Thomas Spicer, † F/Lt Peter John Stowell, † F/O Keith Robert Gordon, † F/Sgt John Francis Gent, † Sgt Arthur Brown, † Sgt E. Bradshaw, Sgt R. M. Collins.

Royal Air Force - RAF

While cruising at an altitude of 9,000 feet over the Indian Ocean on a flight from Gan AFB (Maldivian Islands) to Singapore-Changi Airport, the crew informed ATC that the propeller on the engine number four oversped and that he was unable to feather it. Few minutes later, the engine number four caught fire and eventually detached. The captain reduced his altitude in an attempt to make an emergency landing when control was lost. During an uncontrolled descent, the aircraft broke in three and crashed into the sea. The crew of the frigate HMS Ajax arrived on the scene six hours later and its crew was able to evacuate three survivors while eight other occupants were killed. Those killed were: F/Lt K. Blake, pilot, F/O R. K. Bungay, pilot, F/Lt K. M. Greatorex, navigator, P/O D. Love, navigator, F/Lt I. B. Stanley, air electric operator, F/S R. N. Adams, air electric operator, F/S R. G. Rees, air electric operator, Sgt D. H. Morgan, air signaller.

Royal Air Force - RAF

During the takeoff roll, one of the crew member inadvertently raised the landing gear before rotation. The aircraft sank on its belly and slid for several yards before coming to rest. There were no casualties but the aircraft was considered as damaged beyond repair. It was operated on behalf of the Maritime Operational Training Unit (MOTU).

Royal Air Force - RAF

The crew was engaged in a local training mission out from RAF Kinloss on behalf of the 201st Squadron. While completing a last turn to join the approach path, the airplane went out of control and crashed into the sea some 8 miles offshore. The aircraft was destroyed and all seven crew members were killed.

Royal Air Force - RAF

Few minutes after takeoff from RAF Kinloss, en route to Belfast, the crew informed ATC that the engin number three oversped and caught fire. Shortly later, the engine detached and the crew was forced to shut down the engine number four. In such conditions, the crew decided to divert to Inverness Airport but out of control, the airplane lost height and crashed in a field located in Culloden Moor, about 4 miles southwest of the airport. People taking part to an open air party were able to evacuate all five crew members who were injured. The aircraft was destroyed. Crew: F/Lt J. Gladstone, pilot, F/O Jim Lee, copilot, John Mepham, flight engineer, Jamie Hamilton, John R. Hudson.

South African Air Force

The tactical submarine phase of Operation CAPEX (Cape Exercise), a joint training exercise involving elements of Britain's Royal Navy and both the SA Navy and Air Force, commenced on August 7, 1963. During this phase, the Royal Navy submarine, HMS Alliance, would relocate from her existing position south of Port Elizabeth to a position further west, from where she would take part in further exercises with the SA Navy. During this transitional phase of the submarine, Shackleton 1718 was tasked by Maritime Group to conduct a CAPEX A exercise with the submarine. Although 35 Squadron was based at the military section of DF Malan International Airport in Cape Town, the unit's headquarters was at nearby Air Force Station (AFS) Ysterplaat and it was at this latter facility that the flight crew of Shackleton 1718 received a full briefing at 12H30 on August 8, 1963. During this briefing, the Operations Officer on duty advised the Shackleton aircrew to head out over False Bay after takeoff and to transit seawards towards the exercise area. He warned them that the direct overland route to Port Elizabeth should be avoided due to anticipated high icing levels on this route. Forecast weather for the route over False Bay and then southwards was poor. Heavy icing conditions could be expected between 1 220 and 1 829 m ( 4,000 and 6,000 ft) above mean sea level (AMSL) and consequently the flight crew were further briefed that Maritime Group had granted them special clearance to transit to the exercise area under 915 m (3,000 ft) AMSL. A 244 m (800 ft) AMSL cloud base would exist with tops up to 6 707 m (22,000 ft). Heavy air turbulence could be expected with cumulonimbus clouds, hail and heavy rain throughout. Surface wind was 42 km/h (26 mph) at 340° and 92 km/h (57 mph) at 340° and 1 524 m (5,000 ft). Even though the forecast weather over the eastern overland route was no better, at least the seaward route would eliminate the risk of the aircraft accidentally flying into high ground in the conditions of much reduced visibility. The aircraft commander, captain (Capt) TH Sivertsen, when giving his own briefing, confirmed his route as south over False Bay and then seawards towards the exercise area. The flight had been authorised by Maritime Group to provide the Shackleton crew with training in the radar detection of a submarine. No special instructions were issued. Shackleton 1718 was fully serviceable for flight even though the compasses had not been swung on their normal expiry date of July 19, 1963. Maritime Group gave authorisation for a month's extension provided that no major part of the aircraft was replaced. The compasses were therefore considered serviceable. The Flight Office at Ysterplaat was uncomfortable about the weather conditions and telephoned the Maritime Group Operations Centre thrice prior to the departure of the Shackleton, in an effort to get the flight cancelled, but this request was not forthcoming. Just minutes before takeoff, Capt Sivertsen, notwithstanding his briefing instructions, informed Air Traffic Control (ATC) that he would climb to 2 896 m (9,500 ft) AMSL and head overland towards Port Elizabeth. The aircraft lifted off Runway 34 at 15H06 and turned right on 350° for the climb out. Moments later, ATC informed the commander to come to 330° so as to safely avoid Tiger Mountain. Capt Sivertsen acknowledged this transmission and did accordingly. After the lapse of about a minute, he requested clearance to resume his original course of 350°. This was the last radio transmission received from Shackleton 1718. At about 15H20 the radar technician at DF Malan requested permission to deactivate the radar for about ten minutes due to flooding of the radar installation on account of the heavy rain. This permission was granted, but before the radar was deactivated, 1718's location was given as a distance on the radar screen of about 40 km (25 miles) on a course of 100°. The ground course was about 145°. Although the evidence suggested that the airplane had crashed, most likely in the Stettynskloof/Wemmershoek Mountains area, the adverse weather conditions, combined with the lateness of the hour, precluded any meaningful attempt at a search and rescue effort being mounted until the following day, August 9. At 10H00 and again at 13H30 on August 9, helicopters were sent out to the Wemmershoek area to report on the weather, which remained completely adverse. Following a report of an aircraft having been heard, a further helicopter was despatched at 15H00 to search the mountains south of Simonstown. On August 10, another helicopter continued the search at Simonstown from 08H15, while a second aircraft was sent to report back on the weather in the Wemmershoek area. Here, the weather was still closed in, but hinted at the first signs of improvement. At 09H00 at aircraft was sent to fly high over the Wemmershoek Mountains to report on the cloud coverage. At 11H00 two aircraft continued a search in the same mountains and at 13H15 they were joined by a further pair of rotorcraft. The wreck was finally discovered from the air at 17H18 just over two days following the accident. It was evident from the almost complete destruction of the aircraft that nobody aboard could possibly have survived the crash. The crash occurred about 25.8 km (16 miles from the nearest town, Worcester, in the Stettynskloof valley between Paarl and Stellenbosch. After inspecting the crash scene, the 35 Squadron Engineering Officer, Capt WJ Stiglingh decided to investigate the failures apparent on the port elevator and the upper section of the starboard rudder, both of which detached in flight, although the Board of Inquiry (BOI) officially convened to investigate the cause of the accident, was unable to establish which broke off first. The section of the starboard rudder was found 1 620 m (5,314 ft) and the port elevator 1 250 m (4,100 ft) from the impact point. Following the disintegration of these two flight control surfaces, the aircraft would have been rendered uncontrollable. At this point (about 15H25) the pilot was heard to make his final radio transmission: “Mayday. Mayday,” but this was not recognised as such by the ATC. The timing of the transmission coincides exactly with the crash time. At the same time that the starboard rudder and port elevator detached in flight, the port fuel tip tank also broke away removing a section of the port wing and both outer elevators. The outer most starboard elevator was found further forward than the impact point of the port tip tank. Clearly, it broke away shortly after the tip tank. The port elevator, which was complete, showed relatively little damage. Most of the damage sustained was consistent with it having fallen on to its inboard end and then on to some rocks. Signs were found, however, of excessive downward movement of this elevator to the extent that the hinges had damaged the steel spar, more so at the outboard hinge where the hinge arm had actually cut into the spar. It was official opinion that pilot applied force could not have caused this damage since the control column movement in restricted by stops strong enough to resist human force. It is considered that at the time of the excessive downward movement of the elevator, the force, mainly due to leverage over the spar, was sufficient to cause failure of the hinge bolts in tension. Failure of the spar attachment upper lug clearly indicated that the outboard end of the elevator broke away first in a rearward direction. No evidence was found to suggest that this port elevator was attached to the airframe at the time of impact. Examination of the starboard elevator indicated that its upward travel had been exceeded; this and other damage to this elevator being consistent with crash damage. Regarding the section of the upper starboard rudder, the outboard skin at the break had failed in tension and the inboard skin was torn away from the front rearwards, this indicating that the broken off portion was first bent inwards and then backwards. Furthermore, apart from damage at the upper leading edge, which was inflicted when the rudder struck the ground, this portion of rudder was altogether undamaged. The rudder was probably detached from the aircraft before the point of impact. As for the lower portion of the starboard rudder, failures on the outboard and inboard skins correspond to failure on the upper section. Damage on this section would appear to indicate that it did not strike the ground at the point of impact, but that it was flung forwards and carried further assisted by the strong winds prevailing at the time. Considerable violence coupled with exceptionally strong winds and/or air turbulence was necessary to carry the port and starboard fin, port tailplane and several other pieces of empennage to their final positions. None of these parts, except the starboard fin, displayed any damage that could have occurred at the point if impact. The port tailplane front spar had pulled out along its length, shearing all its rivets. Examination of the main impact zone indicated that the fuselage struck at right angles to the main mark down the slope and the sideways cartwheel or flick might have thrown empennage parts in to the air forward of, and to the right of, the impact area. Examination of the point of impact of the port wingtip fuel tank indicated that the angle that the tank struck the ground was such that, had the tank been attached to the aircraft, the empennage should then have hit the ground. The tank was therefore most probably detached from the aircraft while still in the air. Positions of the No. 3 and 4 ailerons and part of the port wing support this reasoning. The dump valves of both port and starboard tip tanks were found in the fully open position. As these valves are electromechanically driven, they were probably intentionally open and most likely before the port tip tank impact since this tank still had a considerable amount of fuel left over in it, judging by the flash fire area. The forward portion of the starboard tip tank, on the other hand, showed no signs of flash fire or explosion, indicating that its fuel content at the time of impact must have been low. The open dump valves appear to suggest that the pilot must have been busy dumping fuel in order to reduce the load on the airframe when it experienced the heavy turbulence and just before the aircraft began disintegrating. The aircraft weighed about 43 213 kg (95,242 lb) at the time of the accident. In an attempt to reconstruct the events leading up to the crash, another Shackleton of the same weight and load as Shackleton 1718, took off from Runway 34 at DF Malan on August 22, 1963 to attempt to emulate as closely as possible the course and climb tempo of the stricken aircraft. Based on this emulation, it was ascertained that Shackleton 1718 was either at or very close to its intended cruise altitude of 2 896 m (9,500 ft) AMSL. Instrument Flight Rules (IFR) flight had been authorised and the aircraft had been operating under IFR conditions at the time of its demise. The Board was satisfied that the flight crew were under all circumstances both qualified and capable of performing the mission with which they had been tasked. The accident occurred over State ground; property of the Department of Forestry. The terrain was unplanted, deforested and in its natural state. No claim could thus be made by the Department. There was no damage to private or other military property. Shackleton 1718 was manufactured in August 1957. Although possessing a maximum takeoff weight of 45 372 kg (100,000 lb), for its final flight it lifted off at 43 938 kg (96,840 lb). Since the aircraft was heavily laden with its maximum weight point close to the rearmost limit, the pilots would have experienced some instability in the yawing (left/right) plane. Crew: Cpt Thomas Howard Sivertsen, pilot, 2nd Lt Charles Alwyn du Plooy, copilot, Cpt Jacques Guillaume Labuschagne, pilot, Lt Abraham Gert Willem Coetzee, navigator, 2nd Lt George James Smith, navigator, C/O Derek Ian Strauss, navigator, WO2 Sydney Shields Scully, flight engineer, L/Cpl Marthienus Christoffel Vorster, flight engineer, Sgt David Hope Sheasby, signaller, L/Cpl Charl Paul Viljoen, radio operator, L/Cpl Matthys Johannes Taljaard, radio operator, L/Cpl Michel Adolf Brodreiss, radio operator, A/M Johannes Chamberlain, radio operator. Source: ASN

Royal Air Force - RAF

While performing a maritime patrol flight over the Indian Ocean, the crew encountered technical problems and decided to divert to GAN AFB in the Maldivian Islands. The emergency landing was completed without further problem and there were no injuries. However, the aircraft was damaged beyond repair.

Royal Air Force - RAF

The crew was completing a local training mission at RAF Ballykelly. The approach was performed with one engine voluntarily inoperative. After touchdown, the airplane rolled over a long distance then veered off runway and came to rest in flames. All four crew members escaped uninjured while the aircraft was destroyed.

Royal Air Force - RAF

The aircraft left Labuan Airport in the day on a maritime patrol flight over the South China Sea, carrying a crew of ten and one police officer. While cruising at low height over the sea, the airplane hit the water surface and crashed. Few hours later, some debris of the airplane and personal effects from the crew were spotted floating on water, about 450 km north of Labuan. All 11 occupants have been killed.

Royal Air Force - RAF

The crew was engaged in a night training mission at RAF Kinloss. After completing several manoeuvres in the area, the crew started a descent to the airbase when the instructor decided to abandon the approach and attempted a go around. Few minutes later, in limited visibility, the crew did not realize his altitude was insufficient when the airplane struck trees and crashed in flames in a dense wooded area located five miles east of the airfield. Four crew members were injured and three other were unhurt. Unfortunately, the captain and one student pilot were killed. Source: http://tonycunnane.uk/page-261.html

Royal Air Force - RAF

While conducting a maritime patrol flight over the Mediterranean Sea, the crew encountered technical difficulties with two engines and were forced to feather their propellers. In such conditions, the captain decided to return to Gibraltar-North Front Airport, but due to a loss of hydraulic pressure, the crew was unable to lower the landing gear. The aircraft belly landed and slid for dozen yards before coming to rest. There were no injuries but the aircraft was damaged beyond repair.

Royal Air Force - RAF

Belly landed for unknown reason and came to rest. There were no injuries but the aircraft was damaged beyond repair.

Royal Air Force - RAF

The crew departed Woodford for a stall-warning test flight. En route, while cruising at a relative low altitude, the crew initiated a stall when control was lost. The airplane dove into the ground and crashed in a prairie located near Foolow. All four crew members were killed, among them Jack Bertram Wales, test pilot by Avro.

Royal Air Force - RAF

The aircraft left RAF St Eval at 1014LT for a 15 hours training mission, followed six minutes later by a second RAF Avro 696 Shackleton MR.2 registered WL743 and carrying nine crew members as well. The last radio contact was recorded at 2058LT and two minutes later, both aircraft disappeared simultaneously. SAR operations were conducted but all operations were suspended few days later as no trace of both aircraft nor the 18 crew members was found. More than eleven years later, a fisherman found in is fishnet the engine number four from the Shackleton registered WL743 about 75 miles north of the assumed collision point. Crew (42nd Squadron): F/O G. Board, pilot, F/O K. G. Richards, pilot, F/O G. Rogers, navigator, F/O B. H. Webb, navigator, F/Sgt M. G. Rae, air signaler, Sgt L. R. Swann, air signaler, Sgt J. T. Goodwin, air signaler, Sgt E. J. Morgan, air signaler, Sgt G. Thompson, air signaler.

Royal Air Force - RAF

The aircraft left RAF St Eval at 1020LT for a 15 hours training mission, preceded by six minutes from a first RAF Avro 696 Shackleton MR.2 registered WG531 and carrying nine crew members as well. The last radio contact was recorded at 2058LT and two minutes later, both aircraft disappeared simultaneously. SAR operations were conducted but all operations were suspended few days later as no trace of both aircraft nor the 18 crew members was found. More than eleven years later, a fisherman found in is fishnet the engine number four from the Shackleton registered WL743 about 75 miles north of the assumed collision point. Crew (42nd Squadron): P/O L. W. Wood, pilot, Sgt H. Davies, pilot, F/O N. Horrocks, navigator, F/O G. Molyneux, navigator, Sgt D. Male, flight engineer, Mst I. O. Cathcart, air signaler, Sgt C. W. Scott, air signaler, Sgt R. E. Ridgers, air signaler, Sgt L. W. Cooper, air signaler.

Royal Air Force - RAF

The crew (269th Squadron) was engaged in a training sortie. During the takeoff run, the pilot-in-command started the rotation but the aircraft did not respond. The captain decided to abandon the takeoff procedure and started an emergency braking maneuver. Unable to stop within the remaining distance, the aircraft overran and came to rest dozen yards farther. While all seven crew members were unhurt, the aircraft was damaged beyond repair.

Royal Air Force - RAF

The crew left Luqa Airfield for a training mission consisting of an aerial attack against the submarine HMS Tudor. While completing a turn at low height, the pilot-in-command lost control of the aircraft that crashed into the sea about seven km southwest of Gozo Island, Malta. All ten crew members were killed.

Royal Air Force - RAF

The aircraft departed RAF Ballykelly to conduct radar homings on a submarine in the Lough Foyle - Rathlin Island area; this exercise was to be followed by a navigation exercise. The crew completed the anti-submarine procedures and made its last radio call at 1715LT. At 1730LT several civilians on the Isle of Mull heard a low-flying aircraft and an explosion. Wreckage was found on the Isle of Mull and the nearby mainland, although it is not clear whether this wreckage was found on the coastline or further inland. All 10 crew died in the accident. The condition of some of the wreckage indicated an extremely violent impact, but the cause of the accident was never established. In March 1954, further wreckage was found in the Sound of Mull which led experts to conclude that the aircraft appeared to have struck the water whilst turning to starboard in a nose down attitude. A search of the high ground on the Isle of Mull did not reveal any evidence of a glancing impact. Contemporary press cuttings indicate that it crashed in the Sound of Mull with the wreckage being found by the frigate HMS Volage on 13th December 1953. A month later a further cutting reports two bodies being found. Crew: F/Lt Fielding Chevallier, pilot, F/Sgt Arthur Gordon McReavy, pilot, F/O Horace Alexander Brown, navigator, P/O Alfred Brinkman, navigator, Sgt Maurice Wilfred Richard Griffin, flight engineer, Sgt Patrick William Harrington, flight engineer, Sgt Lewis Ralph Allen, air signaller, Sgt Michael Barron Bern, air signaller, Sgt John Dodd, air signaller, Sgt Maurice James Griffin, air signaller. Source: https://www.findagrave.com

Royal Air Force - RAF

On final approach to Belfast-Aldergrove Airport, the airplane was too low and hit the ground short of runway threshold. On impact, the left main gear was sheared off and the aircraft slid for dozen yards before coming to rest against the runway controller's caravan. There were no casualties but the aircraft that was recently delivered was damaged beyond repair.

Royal Air Force - RAF

The crew was completing a training sortie when the airplane crashed in unknown circumstances into the sea off the Tarbet Ness Lighthouse. All 14 occupants were killed.

Royal Air Force - RAF

The crew left RAF Scampton to take part to a combined exercice with the British submarine christened HMS Sirdar, on behalf of the 120th Squadron. While flying at low height and simulating an aerial attack, the pilot-in-command completed a steep turn when the airplane stalled and crashed into the sea about 11 miles off Berwick-upon-Tweed. Two pilots were rescued while 11 other occupants were killed.

Royal Air Force - RAF

On final approach to Gibraltar Airport, while completing a local training sortie, the aircraft was too low and hit the runway surface, causing the undercarriage to be sheared off. The pilot-in-command attempted a go around and later decided to ditch the aircraft offshore. The airplane came to rest into the sea and was lost while all occupants were rescued.