The pilot of a small plane that crashed into the sea off the Wexford coast last year had not carried out thorough pre-flight checks and had not filed a flight plan with British air traffic control, a report has found.
The final report into the crash involving an Avid Mk IV Speedwing aircraft southwest of Tuskar on August 11th 2009 was published by the Air Accident Investigation Unit of the Department of Transport today.
Pilot John O’Shaughnessy had to perform a forced landing some seven miles from Rosslare Harbour, when the engine of the two-seater plane stopped at about 4.45pm on a flight from Haverfordwest in Wales to Taghmon, Co Wexford.
Prior to hitting the water, Mr O’Shaughnessy, a resident of Foulksmills, Co Wexford, sent a Mayday signal which was picked up by the air traffic control unit at Shannon airport.
A nearby rowing boat witnessed the plane ditching into the sea and sent a second Mayday signal which was picked up by the Irish Coast Guard service.
Less than half an hour later Mr O’Shaughnessy, who was travelling alone, was winched from the wing of the aircraft by the Waterford-based rescue helicopter and taken to Waterford Regional Hospital. He was discharged a short time later.
Today's final report into the matter said that although the pilot had undergone a familiarisation flight with an instructor, it was then six months since he had last flown the aircraft.
Investigators said it may have been “prudent” for the pilot to undergo additional familiarisation training or some flying in the local area to reacquaint himself with the aircraft and its systems, prior to undertaking the cross-water flight.
Mr O’Shaughnessy, who is not named in the report, had 152 hours total flying experience with four hours on the type of aircraft involved in the crash.
The accident report said that following the engine stoppage about 55 minutes into the flight, the pilot had not option but to carry out a “controlled ditching”, a “demanding” procedure which he accomplished successfully.
According to the accident investigators, the pre-flight checks were not conducted with thoroughness.
The fuel used on the accident flight was a mixture of 67 litres of Mogas, which had been stored in the aircraft tanks for about five months, and the 23 litres of Avgas taken on before the flight.
“No water check was made of the fuel on board by the pilot during the external pre-flight inspection. This check is essential as the aircraft had not flown for several months. In fact it would have been better to replace the fuel being Mogas with a fresh supply.”
The report also found a bungee cord, used to limit the right control stick and control surface movement while the aircraft is secured on the ground, was not noticed or removed before the flight. A second check of the flight controls made before take-off to ensure full an free movement also failed to detect the presence of the cord.
In the opinion of the investigators, the force needed on the control stick to get the aircraft to climb should have alerted him to “something being amiss with the primary flight controls”.
Examination of the engine confirmed no mechanical failure. The investigators formed the opinion that a fuel vapour-related problem, in probability a vapour lock in the fuel supply line, occurred during the flight.
The investigation said the pilot’s initiative in transmitting a distress call after the engine stoppage was “the primary factor” in search and rescue personnel being alerted in a “timely manner”.
There were no safety recommendations.