Aircraft crash at CarFest
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Aircraft crash at CarFest
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LBC running a phoned report from an on site reporter that the accident took place at 13-45 appx.
"Was during a display between two car events"
"Was a Gnat, painted red a former Rad Arrow aircraft "
Not good.
"Was during a display between two car events"
"Was a Gnat, painted red a former Rad Arrow aircraft "
Not good.
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I flew RAF Gnats many years ago.. when I saw there was a private display team flying them I had my misgivings... from the video it would appear that it was a classic flick and spin .. pulling too hard too slow... just speculation but so sorry to see it happen.. RIP
Last edited by Smudger; 1st Aug 2015 at 17:53.
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The pilot has been named.as Kevin Whyman... RIP. My thoughts go out to his family
Here's his profile as detailed on the gnat display team site
Here's his profile as detailed on the gnat display team site
Originally Posted by Gnats Displazy Team Site
Kev Whyman was born in Chester and is the youngest of two children. He was educated at The King’s School, Chester, where he was a member of the Combined Cadet Force (RAF). He was sponsored by the Royal Navy (RN) through the Sixth Form and had reserved entry for officer training & flying training in the Fleet Air Arm.
Military cutbacks in the early 1990s reduced the RN’s aircrew requirements so he instead completed a Flying Scholarship with the RAF at the age of 18. Kev studied for a BA Degree in Economics at Peterhouse, Cambridge University, where he joined the University Air Squadron (CUAS) and commenced Elementary Flying Training (EFT) on the Bulldog aircraft. He joined the RAF in 1998 and upon completion of Initial Officer Training at the Royal Air Force Cranwell returned to CUAS to complete EFT. Kev was further selected for Fast Jet Training which he undertook on the Tucano (2 Squadron) and Hawk aircraft (208 Squadron). Kev left the RAF in 2001 and took a trading job with an investment bank in the City of London, a field in which he still works.
Upon leaving the military Kev completed his civilian flying licences and continued with his passion flying Jet Provost aircraft progressing to his first solo display season a year later. He started flying the Folland Gnat in 2005 and founded the Gnat Display Team with his colleagues in 2007. Kev is married with a young daughter and lives in central London. He likes to split his leisure time between the airfield during the summer months and the ski slopes during the winter
Military cutbacks in the early 1990s reduced the RN’s aircrew requirements so he instead completed a Flying Scholarship with the RAF at the age of 18. Kev studied for a BA Degree in Economics at Peterhouse, Cambridge University, where he joined the University Air Squadron (CUAS) and commenced Elementary Flying Training (EFT) on the Bulldog aircraft. He joined the RAF in 1998 and upon completion of Initial Officer Training at the Royal Air Force Cranwell returned to CUAS to complete EFT. Kev was further selected for Fast Jet Training which he undertook on the Tucano (2 Squadron) and Hawk aircraft (208 Squadron). Kev left the RAF in 2001 and took a trading job with an investment bank in the City of London, a field in which he still works.
Upon leaving the military Kev completed his civilian flying licences and continued with his passion flying Jet Provost aircraft progressing to his first solo display season a year later. He started flying the Folland Gnat in 2005 and founded the Gnat Display Team with his colleagues in 2007. Kev is married with a young daughter and lives in central London. He likes to split his leisure time between the airfield during the summer months and the ski slopes during the winter
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Likewise. My first thought was rapid-rolling and roll-yaw coupling. Did the aircraft in question have the fuses which restrict the roll-rate? However there is no rapid roll evident in the video. It doesn't appear to be flying that slowly so flick/spin looks unlikely. Next thought was the training and experience of the pilot. I see from the Gnat Display Team website that he was in the RAF from 1998-2001. Three years. Not even long enough to become operational on a FJ type. However one of the team pilots has plenty of street cred so it can be presumed that he will have passed on his expertise. We'll just have to wait and see what the AAIB comes up with.
RIP.
RIP.
Sadly I witnessed the crash and whilst handling issues are most likely to be at the forefront of the investigation, many other factors may have been possible. I am sure the AAIB will inform us in due course.
What will stay in my memory is the sight of his partner circling to survey the site knowing the horror he must have felt and how he felt making the phone calls he must have made after landing.
The pilot died doing what he loved. The impact on those who witnessed it and those he left behind has been catastrophic.
R.I.P.
What will stay in my memory is the sight of his partner circling to survey the site knowing the horror he must have felt and how he felt making the phone calls he must have made after landing.
The pilot died doing what he loved. The impact on those who witnessed it and those he left behind has been catastrophic.
R.I.P.
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The Gnat in RAF service was fitted with a Folland seat not an MB one. It did not eject downwards. I can't think of any ejector seat which did. I can't imagine that the human brain and eyeballs would be able to withstand a peak G force of around -25!
Since that Gnat left RAF service in the 1970s I imagine it might be quite difficult to find qualified tradesmen to keep the Folland ejector seats serviceable with safety but I don't really know.
Since that Gnat left RAF service in the 1970s I imagine it might be quite difficult to find qualified tradesmen to keep the Folland ejector seats serviceable with safety but I don't really know.
Nice
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Does anyone know if this jet was fitted with a functional ejector seat ??
Consensus seems to be not, civvy restrictions etc. No firm answer at this stage however.
Boeingboy, thank you for saying that. As an air show person of more than 35 years standing, I believe that these things need saying.
Kevin Whyman was absolutely doing what he loved - but the effect on his family and loved ones is undoubtedly catastrophic.
I do believe, however, that we have to remember that no spectator has been killed at a British air show since 1952. That is something to be grateful for - grateful for the work of the CAA, and various bodies like the Air Display Association Europe and its successor the British Air Display Association.
RIP
airsound
Kevin Whyman was absolutely doing what he loved - but the effect on his family and loved ones is undoubtedly catastrophic.
I do believe, however, that we have to remember that no spectator has been killed at a British air show since 1952. That is something to be grateful for - grateful for the work of the CAA, and various bodies like the Air Display Association Europe and its successor the British Air Display Association.
RIP
airsound
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