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Last updated: 2 December 2021
Statuts:Enquête Officielle
Date:mardi 27 février 2001
Type/Sous-type:Silhouette image of generic SH36 model; specific model in this crash may look slightly different
Shorts 360-100
Immatriculation: G-BNMT
Numéro de série: SH.3723
Année de Fabrication: 1987-07-13 (13 years 8 months)
Moteurs: 2 Pratt & Whitney Canada PT6A-67R
Equipage:victimes: 2 / à bord: 2
Passagers:victimes: 0 / à bord: 0
Total:victimes: 2 / à bord: 2
Dégats de l'appareil: Perte Totale
Conséquences: Written off (damaged beyond repair)
Lieu de l'accident:près de Granton Harbour (   Royaume Uni)
Phase de vol: En montée initiale (ICL)
Aéroport de départ:Edinburgh-Turnhouse Airport (EDI/EGPH), Royaume Uni
Aéroport de destination:Belfast International Airport (BFS/EGAA), Royaume Uni
Numéro de vol: 670A
The aircraft landed at Edinburgh Airport, Scotland, at 00:03 and was parked there on Stand 31 in conditions including light and moderate snowfall. After preparation for a Royal Mail charter flight 670A to Belfast, start clearance was given at 15:03. At 15:12 hrs the crew advised ATC they were shutting down due to a technical problem. The crew then advised their company that a generator would not come on line. An avionics technician carried out diagnosis during which both engines were ground-run twice. No fault was found and the flight crew requested taxi clearance at 17:10. A normal take off from runway 06 was carried out followed by a reduction to climb power at 1,200 feet amsl. At 2,200 feet amsl the aircraft anti-icing systems were selected on. Three seconds later the torque on each engine reduced rapidly to zero. A MAYDAY call was made by the crew advising that they had experienced a double engine failure. The aircraft was ditched in the Firth of Forth estuary some 100 meters from the shoreline near Granton Harbour.
Weather reported just before the accident with a temperature of +2°C, dewpoint of -3°C, visibility of more then 10 km, broken clouds at 4500 feet and cover at 8000 feet.

Probable Cause:

1) The operator did not have an established practical procedure for flight crews to fit engine intake blanks (‘bungs’) in adverse weather conditions. This meant that the advice contained in the aircraft manufacturer’s Maintenance Manual ‘Freezing weather-precautions’ was not complied with. Furthermore intake blanks were not provided on the aircraft nor were any readily available at Edinburgh Airport.
2) A significant amount of snow almost certainly entered into the engine air intakes as a result of the aircraft being parked heading directly into strong surface winds during conditions of light to moderate snowfall overnight.
3) The flow characteristics of the engine intake system most probably allowed large volumes of snow, ice or slush to accumulate in areas where it would not have been readily visible to the crew during a normal pre-flight inspection.
4) At some stage, probably after engine ground running began, the deposits of snow, ice or slush almost certainly migrated from the plenum chambers down to the region of the intake anti-ice vanes. Conditions in the intakes prior to takeoff are considered to have caused re-freezing of the contaminant, allowing a significant proportion to remain in a state which precluded its ingestion into the engines during taxi, takeoff and initial climb.
5) Movement of the intake anti-icing vanes, acting in conjunction with the presence of snow, ice or slush in the intake systems, altered the engine intake air flow conditions and resulted in the near simultaneous flameout of both engines.
6) The standard operating procedure of selecting both intake anti-ice vane switches simultaneously, rather than sequentially with a time interval, eliminated a valuable means of protection against a simultaneous double engine flameout.

Accident investigation:
Investigating agency: AAIB
Status: Investigation completed
Duration: 2 years
Accident number: AAIB AAR 2/03
Download report: Final report

Opérations de secours

AAIB issued 3 Airworthiness Directives

Show all...


photo of Shorts-360-100-G-BNMT
accident date: 27-02-2001
type: Shorts 360-100
registration: G-BNMT
photo of Shorts-360-100-G-BNMT
accident date: 27-02-2001
type: Shorts 360-100
registration: G-BNMT
photo of Shorts-360-100-G-BNMT
accident date: 27-02-2001
type: Shorts 360-100
registration: G-BNMT

Ce plan montre l'aéroport de départ ainsi que la supposée destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre Edinburgh-Turnhouse Airport et Belfast International Airport est de 229 km (143 miles).
Accident location: Approximate; accuracy within a few kilometers.

Les informations ci-dessus ne représentent pas l'opinion de la 'Flight Safety Foundation' ou de 'Aviation Safety Network' sur les causes de l'accident. Ces informations prélimimaires sont basées sur les faits tel qu'ils sont connus à ce jour.
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