Condolences to the pilots that have lost there lives and their families that now have to deal with this tragedy.
I dont think it is helpful to portion blame to what happened but look at the evidence and try to find out what occured and why and what could be done to avoid a re occurence. (In Aviation learn from everyone and everything all of the time).
The Cessna is assumed to be on final approach but as mentioned earlier the gear was still up (what where their respective speeds )as clearly seen on the sky news film showing the aircraft upside down. Was the aircraft intending to land ? The aircraft is equipped for survey and calibration work, was the aircraft calibrating the ILS ? or testing its own equipment involving all crew on callibration/survey equipment question on board.
If both aircraft where talking to CVT where they talking to Radar or Twr. Where both aircraft reporting their correct positions. Did ATC warn of the other at any stage.
How many times have pilots been informed of other aircraft by a ATC service provider whether FIS or RIS on open airspace and being looking very hard for it and never seen it pass by. ( I have lots of times )
It would appear the smaller aircraft (what ever type) is approaching from one side and would have needed to look at 90 degrees or more to see the faster approaching C402. It would seem the C402 may have had the smaller aircraft ahead/to one side and the C402 would likely be travelling a lot faster in a clean configuration and a much higher powered machine.
Did the smaller aircraft have a transponder. Whether it did or did not is a good question. ATC would be able to see it. Did G-EYES have TCAS ? I think likely not therefore it would not pick up anything anyway.
The airspace around there and between Birmingham and East Mids and around Coventry is very busy with lots of users funnelled into the class G condensing the traffic. Birmingham and East Mids can ask pilots to remain clear of CAS usually initially and ask pilots to standby due a variety of factors and can sometimes be too busy to get back to them before they are approaching the CAS for a transit which will keep pilots in the corridor Also many pilots weaker on radio, not liking radio or not wishing to encumber anybody will not ask for a transit and will be happy to fly using gps or other means around any airspace increasing traffic density at certain periods in these hot spots, sometimes there is so much traffic in the hot spots that ATC may be unable to give a service of much value. Is there a way better to use Class D in order to help to reduce hot spots in class G or open FIR ? This was not likely a factor in this accident however could be worth noting to increase vigilance in these areas.
This is a terrible tragedy but this type of accident will happen again it is just a question of when and all pilots should be as vigilant as possible and practise good look out and scan techniques however ther will be always be times when you have to look inside the aircraft or even just in the other direction.
There for the grace of god go I.
Last edited by SA120; 20th Aug 2008 at 23:30.