John Fairey dies in Piston Provost crash, 9/7/09

For those who operate radial-engined aeroplanes, some rather important findings from the AAIB report are highlighted in this summary from the Historic Aircraft Association Engineering Group.

It raises important issues on the correct pre-start procedures in the event of ‘hydraulic locking’ of radial engines and it is noted that this may also be applicable to operators of aircraft with inverted inline engines too.

http://www.haa-uk.aero/news-details.php?news-id=92

my condolences to the family and all who knew him. as a kid i lived in Houghton and was frequently able to watch him tear up the neighbourhood with G-AIDN. If it means anything, he died doing what he enjoyed doing all his life, most of us will not be so lucky. Regards, jeff T.

The only reason the cowling was missing was because it had burnt through.
The whole point of a suppression system is to control the situation early enough to prevent this happening.However in the case of a major component failure that also allows crankcase oil to be torched by the exhaust the “normal” fuel off practice will not suffice to control the situation.It is only because there are relatively few instances of these incidents that the serious consequences are not highlighted.A military trainer will have a different design criteria compared to its civil counterpart and that is why a “bale out” is a real option in dire circumstances.I would think it quite reasonable to be able to provide yourself with some protection if the “approval” regulations were able to cope with this.Radials are great, but they are more prone to “throwing a pot” than other types (for reasons stated in other posts) therefore the consequence of this should be considered in their operation.

I would respectfully suggest you read the report again. The cowlings didn’t burn through (though there was a small patch on one of the corners burnt off), the report draws the conclusion that they became detached when one of the cylinders flew off after failure. In this instance the report concludes the fire started after the cylinder became detached and the manifolds broke mixing hot exhaust gases and the fuel rich inlet mixture.

Fire protection

But in this instance half the cowling was missing, so the effectiveness of any fire suppression systems would have been severely compromised.

The only reason the cowling was missing was because it had burnt through.
The whole point of a suppression system is to control the situation early enough to prevent this happening.However in the case of a major component failure that also allows crankcase oil to be torched by the exhaust the “normal” fuel off practice will not suffice to control the situation.It is only because there are relatively few instances of these incidents that the serious consequences are not highlighted.A military trainer will have a different design criteria compared to its civil counterpart and that is why a “bale out” is a real option in dire circumstances.I would think it quite reasonable to be able to provide yourself with some protection if the “approval” regulations were able to cope with this.Radials are great, but they are more prone to “throwing a pot” than other types (for reasons stated in other posts) therefore the consequence of this should be considered in their operation.

Any installation with a “cowling” gives a supression agent a real chance of working to its best ability and when one sees how effective “monex” or a “halon” equivalent is it must be worth looking at as an option.

But in this instance half the cowling was missing, so the effectiveness of any fire suppression systems would have been severely compromised.

Any installation with a “cowling” gives a supression agent a real chance of working to its best ability and when one sees how effective “monex” or a “halon” equivalent is it must be worth looking at as an option.

The former TFC F7F ended up with quite a fire suppression system in it. Dual bottles in each nacelle. The back of the engines in that aircraft are open to the wheel wells.

In Flight Fire

This very sad case has highlighted a situation that is not addressed in the report.
When the aircraft was in normal service use the lack of a suitable fire supression system or agent meant bale out was the ONLY option.
Nowadays with modern lightweight systems and very efficient fire supression agents why is it not possible to retrofit a simple manual system to a historic machine.
The weight penalty would be negliable and the CAA should be able to issue a dispensation (for historic non PT machines) to use a suitably modified system as used on boats and racing cars that would at the very least gain you a few precious extra minutes to either get down or retain control.
Any installation with a “cowling” gives a supression agent a real chance of working to its best ability and when one sees how effective “monex” or a “halon” equivalent is it must be worth looking at as an option.

I hope he didn’t suffer.
Lack of altitude and time would have not given him much of a chance.

Agreed. Parachutes are not a practicable option for us, operating a T6G in the UK. Some of our customers would be very unlikely to make a successful egress in an emergency…we have a duty of care to them, it’s a nightmare scenario to imagine bailing out leaving them aboard.

Also, much of our flying takes place between 2000′ and 3000′, you’d have to be quick to abandon ship with any significant rates of descent.

In this incident, might an emergency air canister, like the sort divers use, be of any use? It would buy a few minutes to get the a/c on the ground in a controlled manner. It’s hard to imagine how hard it must have been for John in choking smoke.

Morning Folks,

I spent about an hour going through it last night and it is a very sobering read for those of us that take to the skies, particularly if you operate radial engined aircraft.

Steve

AIIB report here.

http://www.aaib.gov.uk/cms_resources.cfm?file=/Hunting%20Percival%20P56%20Provost%20T1,%20G-AWVF%2010-10.pdf

John’s burial will be on Tuesday 21st July 09 at 3pm at Bossington and is for family only

There will be a Memorial Service at Romsey Abbey 18 September ’09 at
11am to which all are invited.

RIP John, You will be missed………………
G

Hi David, I was actually thinking of doing that and now I have been prompted by yourself I think I will and send the high res versions of the same photo’s!

Phantom Phil – I would forward your pictures to the AAIB as they may be of use in some way being so detailed.

RIP

Am I right in thinking he once owned or flew a 1930s Fairey biplane?

Moggy

Moggy, I think you must be thinking of the Fairey Flycatcher replica which now resides in the FAA Museum at Yeovilton. He built this and fitted it with an engine from a Beaver. It appeared at several air shows throughout the 80s.

Phantom Phil – I would forward your pictures to the AAIB as they may be of use in some way being so detailed.

The Flycatcher replica, now in the FAA Museum. Very sad news.

John

This was in answer to Moggy’s question.

Small biography, too small I think, from his local paper.

http://www.dailyecho.co.uk/news/4486699.Deputy_Lieutenant_killed_in_air_crash/

Sad News!

Hi guys,

Here are a couple of pictures of XF877 on Saturday the 4th of this month at the RAF Waddington Airshow.

Thoughts go out to John Fairey’s family and friends!