| Accident summary | |
|---|---|
| Date | 4 June 1967 |
| Type | Fuel starvation |
| Site | Stockport, United Kingdom 53°24′26″N 2°09′13″W / 53.40734°N 2.15354°WCoordinates: 53°24′26″N 2°09′13″W / 53.40734°N 2.15354°W |
| Passengers | 79 |
| Crew | 5 |
| Injuries | 12 |
| Fatalities | 72 |
| Survivors | 12 |
| Aircraft type | Canadair C-4 Argonaut |
| Operator | British Midland Airways |
| Tail number | G-ALHG |
| Flight origin | Palma Airport |
| Destination | Ringway Airport |
The Stockport Air Disaster was the crash of a Canadair C-4 Argonaut aircraft owned by British Midland Airways, registration G-ALHG, near the centre of Stockport, Greater Manchester, England on Sunday 4 June 1967. 72 of the 84 aboard were killed in the accident. The 12 survivors were seriously injured. It is currently the fourth worst disaster in British aviation history.[1]
Contents |
The aircraft, which had been chartered by Arrowsmith Holidays Ltd, left Palma de Mallorca at 5:00 am, carrying holidaymakers back from the Balearic Islands to Manchester Airport. The approach controller vectored it towards the ILS as soon as it reached the Congleton NDB, but the pilots were apparently unable to put the aircraft on the extended runway centreline and called an overshoot. As the aircraft was making a second approach to the airport, the Nos. 3 and 4 engines suddenly cut out over the town of Stockport and the No. 4 propeller began to windmill. The aircraft became uncontrollable and crashed at 10:09 am local time in an open area between buildings close to the town centre. Despite the crash occurring in an overwhelmingly urban area, there were no fatalities on the ground.[2] Members of the public and police risked harm to save 12 people from the mangled debris, but within minutes the wreckage was entirely engulfed in flames, killing those remaining on board who had survived the impact.[3]
Investigators with the Accidents Investigation Branch (AIB) determined that the aircraft had run out of fuel because of a previously unrecognized flaw in the model's fuel system. The Argonaut is equipped with eight fuel tanks connected in pairs by selector valves. Each pair of tanks feeds one engine, but there is also a cross-feed system whereby fuel from any pair of tanks can be routed through the system if necessary. It was discovered that if the selector valves in the cross-feed system were just a few degrees off the normal "off" setting, fuel could inadvertently bleed through the valves. This could cause one pair of tanks to empty completely in flight, and the engine fed by the empty tanks would stop. Moreover, although the selectors were designed to "click" when they were set correctly, the click was not discernible unless the pilot leaned forward in his seat, an impossibility given the requirement for Argonaut pilots to wear snug shoulder harnesses during flight. This tendency had been noticed by pilots of other Argonauts in the past, but neither British Midland nor the other airlines using the Argonaut (Trans-Canada Airlines and Canadian Pacific Airlines) had reported it to the manufacturer or to British Midland. Without this information, the AIB believed that it would have been extremely difficult for the pilots of G-ALHG to determine the exact nature of the emergency.
The AIB also examined passenger and crew survivability during the accident. Autopsies on the passengers showed that although those in the very front of the fuselage had been killed by rapid deceleration injuries, those further aft had suffered massive crushing injuries to their lower legs that prevented them from escaping the burning wreckage. Investigators discovered that the bracing bars meant to keep the rows of seats separate were too weak to prevent the rows from collapsing together like a concertina, and determined that had the bars been adequately strong, most of the passengers would have been able to escape the aircraft.
Although news reports stated that the pilot chose to crash in an open area, the AIB found no evidence to support this belief. The aircraft happened to be over an open area at the time the starboard engines cut out, and AIB investigators believed that the aircraft was completely uncontrollable after the loss of power. The captain, who survived, did not remember the accident sequence, and the first officer died. A number of witnesses to the final seconds aloft of the aircraft claim to have seen the aircraft make a very pronounced turn to port and was quickly levelled out before descending into the Hopes Carr crash site. This strongly suggests that although struggling to control the aircraft at critically slow speed Captain Harry Marlow did exert a degree of control and probably did in fact put the aircraft down into open space, albeit an extremely small one. The AIB inquiry cleared Captain Marlow of all blame.[4]
In 1998 a memorial plaque was unveiled (by two survivors) at the scene of the accident. It bears the legend:
IN MEMORY
OF THE
SEVENTY TWO PASSENGERS
AND CREW
WHO LOST THEIR LIVES
IN THE
STOCKPORT AIR DISASTER
4th JUNE 1967
In 2002 a campaign was lauched to create a further memorial at the site, commemorating rescuers who risked their lives to pull survivors from the burning aeroplane; the campaign was supported by the then Prime Minister Tony Blair.[5] The second memorial, dedicated to the rescuers, was unveiled in October 2002.[6] Both memorials will be moved a short distance under current plans to redevelop the site.[7] The regeneration project will include 375 apartments, workshops, retail and office space and a new public square. The memorials, currently on the corner of Hopes Carr and Waterloo Road, would be moved to a site overlooking Hempshaw Valley.[8]
 Stockport air disaster memorial |
 The first Stockport air disaster memorial |
 The second Stockport air disaster memorial |
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