A Britten-Norman Islander was being prepared for a flight from Antigua to Montserrat with a pilot and six passengers on board. A series of heavy showers passed over Montserrat-John A. Osborne Airport which were monitored by the pilot using an aviation weather service.
The aircraft in its final position (Source & © AAIB)
After completing the pre-flight procedures, which included an external inspection and several functional checks. The pilot gave the passengers a safety briefing before the engines were started. After the engines were started the aircraft taxied to the runway took off from Antigua and set course for Montserrat in VMC conditions while climbing to 2000 feet. The intended direct track to Montserrat could not be flown due to showers.
With the showers moving out of the way the destination became visible for the pilot. There were some low stratus clouds at 100 feet at the airport with the wind reported to be 140º at 6 knots. ATC cleared the aircraft for a left-hand downwind for runway 10. As the aircraft was established on the final approach, at 1000 feet above field elevation, the aircraft had been configured with full flaps and an approach speed of 65 KIAS.
Picture from the airport surveillance system showing the aircraft touching down (Source & © AAIB)
ATC provided an update on the wind (210º at 6 knots) and stated that the runway was wet. Runway 28 was offered for landing to the crew. The pilot decided to continue for runway 10 as initially cleared flying the aircraft down the normal 6º glideslope. The touchdown was positive and faster than normal. The brakes were applied and then released for a moment as the pilot sensed they had little effect. The brakes were applied again with increasing force but the aircraft failed to decelerate as normal. With the end of the runway fast approaching the pilot applied full right aileron and right rudder intending to turn the aircraft into the grass. A skid developed which led to the aircraft turning 180º to the right before it slid backwards over the edge of the airfield. Coming to a halt with the tail of the aircraft entangled in the aircraft fence, the pilot selected the engine mixture levers, magnetos, fuel, and electrical master switch all off.
The damage to the tailplane (Source & © AAIB)
He then ascertained there were no injuries to the passengers and all occupants evacuated the aircraft through the aircraft doors.
The damage to the aircraft was substantial and was mainly concentrated at the rear of the aircraft;
The horizontal stabilizer main spar was broken on the left side of the fuselage, bending the stabilizer upwards.
The left elevator was damaged
The left wing tip fairing and the left aileron were damaged
three of the four main wheels had blistering
The right main landing gear strut was displaced slightly outwards
Signs of blisters on one of the main wheels (Source & © AAIB)
The accident was investigated by the Air Accidents Investigation Branch of the United Kingdom (AAIB). This investigation looked at all factors involved, among others, aircraft, weather, landing performance, and airport (limitations, runway condition). The AAIB concluded its report by stating;
There were no faults or malfunctions of systems or equipment within the aircraft contributing to this accident. It appears that either increased airspeed over the normal approach speed of 65 kt was used or a significant change in windspeed and direction led to an increased tailwind component, causing a touchdown groundspeed of 79 kt. This, combined with a wet runway and skidding, greatly increased the LDR beyond that available and led to the overrun.
Several safety recommendations were included in the AAIB report which served as the source for this blog. Click on the .pdf file below to read the full report, including details on the investigation and the safety recommendations;
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