192. Ref: EW/ESY/S/L Category: 1b Aircraft Type and Registration: 1A-63 Pampa, -813 No & Type of Engines: (Oue Gunes TFE.731-2-2N turbofan engine Year of Manufacture 1992 Date & Time (UTC): 31 August 1992 at 1033 hrs ion: ‘Boumemouth Intemational Airport, Dorset ‘Type of Flight: Display practice Persons on Board: crew -2 Passengers-N/A Injuries: Crew - Fatal Passengers N/A Nature of Damage: ‘Aircraft destroyed by impet and fire Crew Licences: ‘Argentine Aisine Transport Pilot's Licences Commander's A ‘9 yee Co-pilot’s Age: 35 yeas Commander's Flying Experience: 5,104 hours (of which 79 were on ype) se ee Last 90 days - 10 hours oe Tast 30 days» Shows Corpilo’s Flying Experience: 4,034 hours (of which 224 were on ype) . ae Last 90 days - 45 hours en ast 30 days 23 hous Information Source: ‘AAIB Field Investigation with participation by Argentine Miltary officials Sirce the accident involved a mititary arraft which crashed on a civifan airfield, an investigation was: conducted by the AAIB under The Air Navigation (Investigation of Air Accidents involving Civil and Miltary Airrft or Installations) Regulations 1986, ‘The 1A-63 Pampa isa basic jet trainer built by FMA (Miltary Aircraft Factory in Cordoba, Argentina) 1nd has been flying in Argentina since 1984. This series production icra, registered as E-813, had ‘been brought in an Argentine C130 aircraft to Bournemouth Intemational Airport to be assembled, before flying to Farnborough to take part in the SBAC show, ‘The manufacturers had received all iplomatic and local clearances necessary for both the practices at Bournemouth and the display at Femborough.‘At Bournemouth, following assembly, the aircraft was flight tested on Saturday 29 August by the FMA Dikector of Flight Tet Evaluation, thei Chief Test Pilot, who also caried out a practice display routine during the 30 minute test ight. However, because of his lack of eureney on type, he was mot the pilot who was planned to display the areraft at Famborough. The company test pilot who wast0 display t Faraborough then carried out thre practice display flights totaling one hour. At 1028 rs ‘onthe following Monday, the Chief Test Pilot, lying as aircraft commander, 00k of to practice ve display outine again, with the other est pilot lying as co-pilot inthe rear seat. “The aircraft was seen to complete the inital part ofthe routine, consisting of a flat ght tum through, 360° to the right immediately after take-of, a climb toa hammerhead stall followed by a downwants half roti, then un Tnuuelnan half Toop end roll off the top before entering an intentional spin. The aircraft completed two toms inthis spin and recovered into a vertical (downwards) roll 1 re-alin slong runway 26 before starting to pull out of the dive [Although the beight of the areaft at this point is n some doubt, it was noted by all witnesses to be very low and one witness, who had flown the Pasupa, stated that a safe recovery t0 level Might would have been ver difficult in the height remaining. The aircraft was then seen, and reearded by video carmera, 0 yaw and pitch into what appeared tobe a one turn spin to the left with a piteh-down angle ‘of about 40° and rotating at arate of about 130°/second, ‘The rotation then ceased, with the aircraft pointing elmos vertically downwards and orientated to the north, before 2 marked yaw to the left preceded another pitch-up, characteris of entry into another spin the left. Exactly a this point, the sireraft struck the ground and burst into flames Les than a second before impact, the stat ofan ejection sequence (subsequently shown tobe the ear seat) was seen but the combination of aircraft snk rate and the very low attude di no allow Gi fox te parachute to open completely. Both occupants were killed at impact, “Thrce vehicles ofthe Aipor Fire Service atended the accident site within wo minutes and 70 gallons @1855 litres) of FFFP agent were used t0 extinguish the fire. The Airport Security Police and the CGivil Emergency Services also attended the accident. ‘Technical examination “Examination ofthe impact marks showed that the fist contact withthe ground was with the airraft close toa level atitude but at a high verial speed. The geometry ofthe marks showed tha, at impact, the aireraft was slightly nose-up (between 4 and 8°) and yawed tothe left (about $°). At he initial ‘impact the engine and jet pipe became detached and the majority of the remaining srframe rotated 10‘apd w dhe lef, coming to rest in about 6O metres. Fire broke out while the sircraft was moving but ‘was limited to the forward fuselage as fuel was not being carried inthe wing tanks. ‘The sreraft was equipped with an ejection seat foreach erew member and the system was selected 10 ‘the Tnlividuel mode. It was found tht the fring handle forthe rear ejection seat had been pulled and the set and its occupant (the co-pilot) had left the cockpit. The copilo’s parachute canopy was found Partilly deployed but it was apparent that the ejection sequence was not complete before the aircraft, struck the ground, The fring handle forthe font seat was sili place, showing tat the pilot had not attempted an ejection. ‘The engine was dsassembled and examined in det at an overhaul facility: This examination showed ‘that both spools ofthe engine appeared to be operating normally at the time ofthe accident. Both spools stopped rapidly in the impact and the lack of damage tothe engine fan and the low pressure (LP) components intieate power at impact inthe range of idle to medium power. This was conse ‘with marks in the throtle quadrants and the position ofthe input to the fuel control unit (FCU), ‘showing the trot to have been set at idle power when the areraft struck the ground. ‘The IA-63 Pampa has hydravlically-powered primary flying controls in all three axes. The ‘examination of the wreckage showed that all the fractures within the contol system were cased by the ‘impact loads and that, at the time of the accident, the fying contol system was operating corecty, ‘with hydraulic power supplied. All thre contol axes have electic motors fr trim position and these ‘tim motors were measured to determine trim position at the time ofthe accident. The rudder and sileron motors were both very close tothe centre oftheir rave le neutral rz) but the trim motor for lhe all-moving tliptane was in a postion corresponding to a substantial amount of nose-up trim, approximately 10% from the end ofits travel n