It’s that HUMBERSIDE taxing accident again!

Can you help with this accident at HUMBERSIDE?

You may well remember that a couple of years ago I asked for your help with this taxing accident at Humberside.

We now have a 1000 more subscribers (over 2000 total) now and we have also have been discussing this incident on Instructor Course’s

So I have reproduced the original article with some changes. I will answer everything  by the end February.



The accident described below on the face of it would seem to be a simple taxying incident due to a misunderstanding of the taxy instructions given by ATC to the pilot.,%20G-BJCW%2010-13.pdf

Can I ask you all to have a look at this accident and answer the following for me please?

1. Do you think the information provided on the AAIB bulletin is comprehensive enough for you to understand the path taken by the aircraft from the light aircraft parking area to the point of impact? YES or NO

2. Do you think that ATC contributed to the accident by giving ambiguous instructions, if so how do you think the instructions should have been given to the pilot and can you see where any  improvements could be made at Humberside to prevent a similar accident from reoccurring?

3. Do you think there are any unmentioned facts that could have contributed to this accident and would be a useful guide to preventing this accident reoccurring?

4. (update) In my opinion there are some glaring errors made by all agencies relating to this incident. Can you see some of those omissions or errors. Not one of you has spotted them so far!

Please comment below the post at the bottom of the page (Leave a reply) or email me at mibcentral AT

I shall be making a further post in regard to this accident with my own findings at a later stage.

While  I also have your attention may I ask you to ‘rate’ any posts I make, some encouragement is always useful!

If you are not already signed up(see right hand margin) please consider this as I want to get to a 1000 by Christmas! 899 at the moment! Note I now have over 2000 signed up- 2016!

Please as always feel free to ask any questions that you feel may make useful posts in the future

I thank you all

C of G position- the invisible killer


A Piper Cherokee 140

We have recently been discussing Mass & Balance (still called weight and balance in the States but now refered to as mass in the UK) in regard to this accident which sadly killed this Walsall pilot and his two passengers.

Fatal accident- G-APWS Piper Cherokee 140 – near Little Haywood, Staffordshire

It would seem that his party piece was to show passengers a stall turn at low level but on this occasion with a more rearward C of G, caused by an additional passenger, the aircraft’s handling characteristics may well have changed to an extent which completely surprised the pilot resulting in the aircraft hitting the ground at very high speed.

In addition to the manoeuvre the accident highlighted the pilots cavalier and illegal approach to personal licensing, aircraft maintenance and the keeping of engine and airframe logbooks. As I always tell you:


Once you move from a two seat training aircraft to a 4 or 6 place aircraft it’s essential you understand how to calculate C of G and fully understand Normal & Utility category mass & balance restrictions.

CAA Safety Sense Leaflet – Mass & Balance

FAA Weight & Balance

Before completing any aerobatic manoeuvre always make a airborne HASELL check, and that includes a planned steep turn in excess of 45 degrees.(some instructors disagree with this HASELL check but I would rather over teach safety then just blindly repeat folk lore). The A & S of the HASELL check should prompt you to consider the C of G position. Ive known a pilots throw an aircraft into a low level steep turn over a friend’s house and totally forget they were carrying rear seat passengers!

A = airfame and S = security from the standard HASELL check
In relation to C of G, A – airframe should trigger the question, what category am I in, Normal or Utility?
In relation to C of G, S – security should trigger the question, are there any loose articles that could change the C of G if I undertake an aerobatic manoeuvre

Miles Baddeley took off from Shobdon one evening with 3 passengers in the club Piper Cherokee 180. Sitting next to him was the gliding club tug pilot, who specialised in showing off. During the flight the tug pilot decided to show everyone a spin! Unfortunately when he came to show the recovery he had a problem, it wouldn’t recover. They tried everything as they hurtled towards the ground but it would not come out. In a last attempt before they hit the ground Graham Ticton, an instructor at the school, lent forward to try to jockey the throttle backwards and forwards. It is believed that this movement of his body weight actually affected the recovery (C of G) and the spin stopped but by now the aircraft was just about to hit the ground. Using a massive stabilator input they managed to pull out of the dive and just miss the ground, however the input was so severe that both wings were wrinkled and damaged beyond repair. They all ended up in the magistrates court at Leominster!

I had spun that aircraft many times in the normal category (pilot & 1 pax) and like most Cherokees it was docile, in fact you had to hold it in to keep it spinning. With a rearward C of G out of normal limits however you are a test pilot and if you are unlucky a dead test pilot.

Why is it by the way that a lot of flying schools do not have weighing scales,  yet another example of low standards?

Fly safe and remember, you cannot see C of G, you have to calculate it!