Captain shaffner and xs894

Same post about a week later.

Hi guys,

I posted this message about a week or so later so I hope you dont mind me adding what I had on my message here.

Just bacically asking for info and a link to our website. Anyhow here it is.

“Hi Guys,

Have a look at our groups website and the page linked below.

http://www.acia.co.uk/crash_sites/v…asp?rec_id=1605

It is the page on Lightning XS894.

Does anyone have any other detains on this aircraft ie service life etc. Also any other pics that you would like to share or possibly have included on our site.

Seems a bit mysterious that the cockpit was closed but no pilot. Does anyone else have any other details of aircraft with similar circumstances.

Anyway thought I would share this little gem with you as it is the first time I had seen it on the site myself.

Does anyone know what happened to the airframe after salvage and if it still exists or has anyone seen it on a firedump or scrap yard before the axe came down.”

I’m going from memory, but believe that scrapping at Binbrook was the airframe’s official ‘fate’ and it was transferred to Kirtland AFB in Alberquerque, a ‘storage’ facility, although in New Mexico…

Hi All

I have read a few acounts of the loss of this Lightning. As far as i knew the remains of XS894 was scrapped on site at Binbrook i have never heard anything about it being sent to the states. The other thing is the conopy being open and then been shut on the shack’s next pass, this is easily explaned. A lightning’s conopy is very heavy and is opened by hydraulic power supplied by a pump on the engine. There is till some pressure left in the system when the engines are not running which would be enough to open the canopy, but the weight of the canopy would soon cause it to close and even quicker if the system was damaged and losing pressure.

Scott C

I never realised XS894 went to the states. :confused:

This accident did prove that the Lightning was a strong old bird as the wreckage was in incrediably good condition. It’s believed the belly tank had acted like the hull of boat before it was ripped of. Damage was mainly to the rear tail section and the belly tank area although the airframe wasn’t as straight as it once was. 😮

Amazing how often this one surfaces.

From Air Clues:
The pilot of the accident aircraft was a USAF exchange officer who had completed 2 tours on the USAF F-102 all weather fighter. He had accumulated 121 hours on the Lightning, of which 18 were at night. He had been declared Limited Combat Ready after only 8 weeks on the squadron; this unusually short period of time was based on his previous operational status as well as his performance thus far on the Lightning. The limitation on his operational status was partially due to the requirement to complete all the stages of the visident profiles; at the time of the accident, he was qualified in 2 of the 3 phases of visident, which meant that he would be capable of carrying out shadowing and shepherding tasks only if he was in visual contact with the target.

The Squadron was participating in a Taceval at RAF Binbrook and the squadron Cdr had authorised this pilot to participate, in the belief that he would not be involved in a shadowing or shepherding mission. However, unbeknown to the station or squadron, the Taceval team had just changed the exercise scenario from normal interceptions to shadowing or shepherding on slow speed low-flying targets. The targets were Shackletons flying at 160kts at the minimum authorised height of 1,500ft.

After maintaining one hour at cockpit readiness, the pilot was scrambled. While he was taxying, the scramble was cancelled and he returned to the dispersal, ordering fuel only and no turnround servicing. This was contrary to standing instructions and the engineering officer ordered a full turnround. The turnround was delayed and, during this delay, the pilot was warned that he would be scrambled as soon as he was ready. He told the groundcrew to expedite the servicing but started his engines and taxied before the servicing was complete. He got airborne at 20:30.

The pilot climbed to FL 100 and was handed over to GCI; he was then given a shadowing task against a 160kt target at 1,500ft. At a range of 28nm, he was told to accelerate to M.95 in order to expedite the take over from another Lightning. He called that he was in contact with the lights but would have to manoeuvre to slow down; his voice was strained, as though he was being affected by ‘g’. His aircraft was seen by the other Lightning pilot; it appeared to be about 2,000yds astern and 500-1,000ft above the Shackleton, in a port turn. The Shackleton crew then saw the aircraft, apparently very low. Shortly afterwards, the Lightning pilot failed to acknowledge instructions and emergency procedures were initiated. A search by the Shackleton, and a further air/sea search the following day, failed to detect any trace of the aircraft or pilot.

The wreckage was located nearly 2 months later with surprisingly little damage. The canopy was attached and closed, and there was no sign of the pilot. The aircraft appeared to have struck the sea at a low speed, planed the surface and come to rest comparitively slowly. The ejection seat handle had been pulled to the full extent allowed by the interruptor link in the main gun sear. (The interruptor link ensures that the seat does not fire unless the canopy has gone). The canopy gun sear had been withdrawn but the cartridge had not been struck with sufficient force to fire it (during servicing the firing unit had been incorrectly seated because of damaged screw heads). The canopy had been opened normally, the QRB was undone, as was the PEC, and the PSP lanyard had been released from the life jacket.

It was concluded that the difficult task, carried out in rushed circumstances, combined with a lack of training in this profile, led to the pilot failing to monitor his height while slowing down. He had inadvertantly flown into the sea but had attempted to recover the situation by selecting reheat; this was ineffective with the tail skimming the water. He attempted to eject, but this was unsuccessful due to the canopy failing to jettison. He then manually abandoned the aircraft, but was never found. He was, therefore, presumed to have drowned during or after his escape.

Wing Commander Spry says. There are a number of points which are raised by this article, the first of which is do not believe all you read in the newspapers! Among the serious points to consider are the distractions and stress caused by the false scramble and interrupted turnround, as well as the supervisory failure of allowing a LCR pilot to participate in a Taceval by night. Close supervision during exercise conditions, in a single seat environment, is almost impossible. Minimum qualifications are laid down for a reason!

Regards
Ross

What I find intriguing is that XS894 was taken to the USA and stored for a very long time – its fate is currently unknown. Anyone the wiser?