1950 Heathrow BEA Viking accident
Encyclopedia
The 1950 Heathrow BEA Viking accident was the crash of a Vickers Viking
operated by British European Airways
(BEA) on a scheduled flight between Paris and London's Northolt airport
. The aircraft crashed at London Airport
in thick fog on 31 October 1950, killing 28 of the 30 passengers and crew on board.
in Paris on a scheduled flight to Northolt airport, London with a crew of four and 26 passengers. A weather forecast obtained before the flight took off had warned of poor visibility, and about 45 minutes after departure as the aircraft neared London, British air traffic control (ATC) informed the pilot that fog had reduced the visibility at Northolt to 50 yards (46 m). On receiving this information, the pilot announced that he would attempt to land at London Airport instead. Although visibility at London Airport was only 40 yards (37 m), it had the facilities for a Ground-controlled approach
(GCA, i.e. a "talkdown" by radar operators). The pilot told ATC that if he could not safely land at London Airport, he would divert to Blackbushe Airport
in Hampshire or Manston Airport in Kent.
The aircraft carried out what appeared to be a normal GCA, reaching the decision height of 140 feet (43 m) at about 400 yards (366 m) from the end of the runway. Shortly after reaching this point the pilot announced over the radio, I am overshooting (aborting the landing attempt and carrying out a go-around
), but a few seconds later the aircraft struck the runway and skidded along it for 140 feet (43 m) before regaining the air. With both propellers damaged by the initial contact with the ground, it finally crashed approximately 3000 feet (914 m) further along the runway, the starboard wing being torn off and the aircraft bursting into flames as it came to rest next to a store of drain-pipes. The thick fog hindered rescue attempts and it took the fire and rescue teams 16 to 17 minutes to find the crashed aircraft. Of the 30 people on board there were only two survivors, a stewardess and a passenger; both had been seated near the tail.
was set up to investigate the accident, chaired by Sir Walter Monckton
; while a more general investigation of the relative responsibilities of pilots and ground control with respect to landings in poor weather conditions was to be led by Lord Brabazon of Tara
, the aviation pioneer and former Minister of Transport
.
Lord Brabazon reported first, in February 1951, making a number of recommendations regarding the lighting of airfields in poor weather conditions, the measurement of visibility and the setting of minimum weather conditions for landing. While the accident report could not establish for certain the precise cause of the accident, it concluded that the pilot had probably intentionally descended below the decision height, only aborting the landing when the aircraft entered the fog bank at an altitude of less than 100 feet (30 m). Alice Steen, the hostess who had survived, had reported to the accident inquiry that the pilot Captain Clayton came back into the cabin and told her that they would not be landing at Northolt but at London Airport instead where the visibility was 400 yards (366 m); it was noted by the inquiry that Clayton had been told 40 yards (37 m) on the radio. It was also noted that BEA's operating manual was confusing as to whether the decision heights stated were compulsory or advisory only, and Monckton recommended that aircraft be prohibited from landing where the visibility was significantly below the minimum conditions set by the operator. The recommendations of both Brazabon and Monckton were all implemented.
Vickers VC.1 Viking
The Vickers VC.1 Viking was a British twin-engine short-range airliner derived from the Vickers Wellington bomber and built by Vickers Armstrongs Limited at Brooklands near Weybridge in Surrey. In the aftermath of the Second World War, the Viking was an important airliner with British airlines...
operated by British European Airways
British European Airways
British European Airways or British European Airways Corporation was a British airline which existed from 1946 until 1974. The airline operated European and North African routes from airports around the United Kingdom...
(BEA) on a scheduled flight between Paris and London's Northolt airport
RAF Northolt
RAF Northolt is a Royal Air Force station situated in South Ruislip, east by northeast of Uxbridge in the London Borough of Hillingdon, West London. Approximately north of London Heathrow Airport, the station also handles a large number of private civil flights...
. The aircraft crashed at London Airport
London Heathrow Airport
London Heathrow Airport or Heathrow , in the London Borough of Hillingdon, is the busiest airport in the United Kingdom and the third busiest airport in the world in terms of total passenger traffic, handling more international passengers than any other airport around the globe...
in thick fog on 31 October 1950, killing 28 of the 30 passengers and crew on board.
Accident
At 1839 hrs on the evening of the accident, a Vickers VC.1 Viking twin-engined airliner of BEA (registered G-AHPN and named Lord St Vincent) took off from Le Bourget AirportParis – Le Bourget Airport
Paris – Le Bourget Airport is an airport located in Le Bourget, Bonneuil-en-France, and Dugny, north-northeast of Paris, France. It is now used only for general aviation as well as air shows...
in Paris on a scheduled flight to Northolt airport, London with a crew of four and 26 passengers. A weather forecast obtained before the flight took off had warned of poor visibility, and about 45 minutes after departure as the aircraft neared London, British air traffic control (ATC) informed the pilot that fog had reduced the visibility at Northolt to 50 yards (46 m). On receiving this information, the pilot announced that he would attempt to land at London Airport instead. Although visibility at London Airport was only 40 yards (37 m), it had the facilities for a Ground-controlled approach
Ground-controlled approach
In aviation a ground-controlled approach , is a type of service provided by air-traffic controllers whereby they guide aircraft to a safe landing in adverse weather conditions based on radar images...
(GCA, i.e. a "talkdown" by radar operators). The pilot told ATC that if he could not safely land at London Airport, he would divert to Blackbushe Airport
Blackbushe Airport
Blackbushe Airport , in the civil parish of Yateley in the north-east corner of the English county of Hampshire, comprises an airfield, much reduced in size since its heyday, a British Car Auctions site, a kart track owned by Camberley Kart Club, and a small business park...
in Hampshire or Manston Airport in Kent.
The aircraft carried out what appeared to be a normal GCA, reaching the decision height of 140 feet (43 m) at about 400 yards (366 m) from the end of the runway. Shortly after reaching this point the pilot announced over the radio, I am overshooting (aborting the landing attempt and carrying out a go-around
Go-around
A go-around is an aborted landing of an aircraft that is on final approach.- Origin of the term :The term arises from the traditional use of traffic patterns at airfields. A landing aircraft will first join the circuit pattern and prepare for landing in an orderly fashion...
), but a few seconds later the aircraft struck the runway and skidded along it for 140 feet (43 m) before regaining the air. With both propellers damaged by the initial contact with the ground, it finally crashed approximately 3000 feet (914 m) further along the runway, the starboard wing being torn off and the aircraft bursting into flames as it came to rest next to a store of drain-pipes. The thick fog hindered rescue attempts and it took the fire and rescue teams 16 to 17 minutes to find the crashed aircraft. Of the 30 people on board there were only two survivors, a stewardess and a passenger; both had been seated near the tail.
Investigation
A public inquiryPublic inquiry
A Tribunal of Inquiry is an official review of events or actions ordered by a government body in Common Law countries such as the United Kingdom, Ireland or Canada. Such a public inquiry differs from a Royal Commission in that a public inquiry accepts evidence and conducts its hearings in a more...
was set up to investigate the accident, chaired by Sir Walter Monckton
Walter Monckton, 1st Viscount Monckton of Brenchley
Walter Turner Monckton, 1st Viscount Monckton of Brenchley, GCVO, KCMG, MC, PC was a British politician.-Early years:...
; while a more general investigation of the relative responsibilities of pilots and ground control with respect to landings in poor weather conditions was to be led by Lord Brabazon of Tara
John Moore-Brabazon, 1st Baron Brabazon of Tara
John Theodore Cuthbert Moore-Brabazon, 1st Baron Brabazon of Tara, GBE, MC, PC was an English aviation pioneer and Conservative politician...
, the aviation pioneer and former Minister of Transport
Secretary of State for Transport
The Secretary of State for Transport is the member of the cabinet responsible for the British Department for Transport. The role has had a high turnover as new appointments are blamed for the failures of decades of their predecessors...
.
Lord Brabazon reported first, in February 1951, making a number of recommendations regarding the lighting of airfields in poor weather conditions, the measurement of visibility and the setting of minimum weather conditions for landing. While the accident report could not establish for certain the precise cause of the accident, it concluded that the pilot had probably intentionally descended below the decision height, only aborting the landing when the aircraft entered the fog bank at an altitude of less than 100 feet (30 m). Alice Steen, the hostess who had survived, had reported to the accident inquiry that the pilot Captain Clayton came back into the cabin and told her that they would not be landing at Northolt but at London Airport instead where the visibility was 400 yards (366 m); it was noted by the inquiry that Clayton had been told 40 yards (37 m) on the radio. It was also noted that BEA's operating manual was confusing as to whether the decision heights stated were compulsory or advisory only, and Monckton recommended that aircraft be prohibited from landing where the visibility was significantly below the minimum conditions set by the operator. The recommendations of both Brazabon and Monckton were all implemented.