Light Aircraft crash at Blackbushe. - Page 2 - PPRuNe Forums

Join Date: Jun 2009

Location: Rugby

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There is an eye-witness account on the Flyer Forum.

The Analog Kid

Join Date: Aug 2004

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It was very strongly thermic today (and yesterday) in the southern UK. I was flying (paragliding) most of the afternoon and the cores were 1000ft/min and tiny. Doesn't make for very stable approaches.

Join Date: Jan 2008

Location: Reading, UK

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Join Date: Nov 1999

Location: UK

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The vertical profile doesn't look odd to me. Looks like a regular rate of descent unless I've missed something. What is your interpretation?

It would appear from that graphic that it was a tight circuit though. I know the Phenom is a small aircraft but it's wings level on final quite late according to that graphic.

Join Date: Jan 2008

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Quote:

The Phenom is approximately 1250' AMSL when it's roughly abeam the motorway junction (top LH of picture), but by the time it's over the scrubland just S of the A30, it has climbed to 1750' (EGLK elevation: 325'). Fifteen seconds later, it's descending at 3000 fpm as it intercepts the runway heading.

The data is from an in-house ADS-B monitoring project that my company runs, mainly focussing on LHR arrivals and departures, but by default we capture data from other flights in the vicinity.

And yes, before anyone asks, the AAIB have been made aware of the existence of the data.

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Thanks Dave. Interesting data. Cheers.

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Dave, interesting stuff. Are you in a position to comment on groundspeed?

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Rushed apprach

The graphical plot is very interesting. Looks like a very tight circuit (although the plot does not give speed data). Out of interest what was the QNH/QFE. That climb at the base leg could be trying to bleed back the speed or might be a correction for altimeter mis-setting. I watched a student pilot do same thing under pressure once.

Last edited by Heli-phile; 1st Aug 2015 at 05:13.

Join Date: Feb 2003

Location: Axminster Devon

Posts: 80

rushed approach

To say the least, this was an untidy circuit.

Heli-phile. I would not have thought the circuit was too tight. Dave may give us the real detail, but we might judge that the aircraft was perhaps twice as fast on the deadside of the airfield as on its final approach. In other words the pilot seems to have given himself a reasonably gentle finals turn. Knowing that the railway on his right is the airspace boundary between Blackbushe and Farnborough, the pilot is nicely positioned downwind so he can see it.

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Let's be cautious of these lazy journos picking at any opinion we might have.

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The Phenom 300 landing performance is notably better than the smaller 100 but with little over 1000m LDA, there's very little breathing space for error?

Seems strange that such a wealthy entity as a multi-billion turnover construction group would choose Blackbushe over Farnborough to save a few hundred pounds on fees unless their choice was more to do with privacy and anonymity with a distinct family name to deal with. Why else choose a very marginal runway length?

Join Date: Apr 2009

Location: Ireland

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"very marginal"

This aircraft didn't just trundle off the end of a 1059m LDA runway when the unfactored LDR at max landing weight is in the 800m territory; it was obviously going at a fair rate of knots.

Join Date: Jan 2008

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Says a lot about TAG that someone would choose to land next door rather than use the far superior facilities at Farnborough....

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Location: U.K.

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Do we know if the pilot was a professional or a family member?

Join Date: May 2003

Location: UK

Age: 38

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Is the Phenom 300 not a multi pilot type ? News outlets reporting only 1 pilot.

Join Date: Nov 2005

Location: Uk

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You assuming it landed on the numbers and not floated half down the runway before touching down .. LDA is exactly that, what's available! What you actually have available when wheels touch down is very different..

Join Date: Jan 2006

Location: Agion Oros

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It would interesting what biz jet pilots are factoring into their landing distances especially taking into account single crew, VFR approach. As previously stated 1059m gives very little time to decide to go around or stop, worst still without P2 to make the call.

Again, it's difficult to know why such a wealthy family, doesn't opt for multi crew, with the added safety of two crew, less distraction from PAX in P2 seat, and Farnborough would have been a much better option based on the distances, and emergency resources.

Last edited by athonite; 1st Aug 2015 at 08:42.

Join Date: Apr 2010

Location: Lost again...

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I don't think it says anything at all about TAG - I think it says something about the people who make the choices for the aircraft concerned.

I assume you're referring to the costs at Farnborough. Those "Vastly superior facilities", that you refer to, cost vastly superior sums of money.

OH (And no - I don't work for TAG).

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