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Aviation History
1972
1972 - 1937.PDF
138 REPORTED MILITARY ACCIDENTS—continued FLIGHT International, 27 July 1972 Date 28,1.71 29.1.71 24.2.71 2.3.71 19.3.71 25.3.71 23.4.71 10.5.71 14.5.71 17.5.71 19.5.71 20.5.71 26.5.71 28.5.71 5.6.71 29.6.71 6.7.71 8.7.71 15.7.71 26.7.71 3.8.71 22.8.71 27.8.71 1.9.71 22.9.71 5.10.71 5.10.71 9.10.71 12.10.71 15.10.71 29.10.71 8.11.71 9.11.71 24.11.71 3.12.71 9.12.71 4.1.72 6.1.72 10.1.72 12.1.72 13.1.72 24.1.72 4.2.72 9.2.72 14.2.72 16.2.72 16.2.72 14.3.72 20.3.72 21.3.72 8.4.72 10.4.72 26.4.72 1.5.72 4.5.72 13.6.72 20.6.72 26.6.72 26.6.72 27.6.72 Service/Type RAF Lightning /RAF Canberra\ \ RAF Canberra/ RAF Jet Provost /RAF Jet Provost\ \ RN Sea Prince / RAF Hunter RAF Buccaneer RAF Harrier RAF Lightning Army Beaver RAF Hunter RN Phantom RN Wessex RAF Lightning RAF Canberra RAF Buccaneer RAF Jet Provost RN Sea Vixen RAF Lightning RN Wessex RAF Canberra RAF Harrier RAF Wirlwind RAF Hunter Army Sioux RAF Lightning RAF Canberra RAF Canberra RAF Hunter RAF Phantom RAF Phantom RAF Lightning RAF Hunter RAF Hercules RAF Harrier RAF Gnat RAF Buccaneer RAF Buccaneer RN Wessex RN Phantom RAF Harrier RN Sea King RAF Victor RN Sioux RAF Chipmunk RAF Phantom /RAF Lightning\ \ RAF Lightning/ RN Wessex RAF Gnat RN Wasp RAF Harrier RAF Andover RN Sea King RAF Harrier RAF Harrier RAF Harrier RAF Buccaneer RAF Harrier RAF Canberra RN Heron RAF Harrier Location West Germany Mansfield Easingwold East Yorkshire Exmoor Venlo, Holland Near Wittering Off Cyprus W. Germany North Wales Off Newquay Off Portland Off Spurn Head Laarbruch, Germany Compiegne Not known Yeovilton Cyprus Not known Not known Wittering Bristol Channel Merton Andover Off Norfolk West Germany Cottesmore Gibraltar Denmark Off Cromer Wattisham Devil's Bridge Italy Off Norway Upper Heyford Lossiemouth Irish Sea Malta Off Trevose Head Wildenrath Off Portland Manston Woodhouse Eaves Boarstall Off Cromer North Sea Off Portland Not known Chickerell Stadtoldendorf Siena, Italy Off Lizard Off Lincolnshire Wittering Hutten, W. Germany Off Bridlington Sardinia Rougham Off Blackpool W. Germany Casualties — — 3k 1k 2k NK — 3k 2k — 3k — 2k — NK — NK NK NK 1k — — 1k 1k 2k — 1k — — NK 2k 52k NK 2k NK 2k — 1k 1k NK NK 2k 1k — 1k NK NK — 1k 4k — — — — NK — 2k - 1s 5s 2s 1s 2s 4s 1s 2s 2s 5s 1s 2s 3s 2s 2s 3s 1s 1s 2s 1s 2s 18s 3s 1s 1s 1s 1s — 11s — 1s Circumstances Not known Mid-air collision Student and instructor; both ejected Mid-air collision; poor outward visibility from Sea Prince considered possible contributory factor "Exploded in mid-air" Transit flight Not known Crashed in sea; pilot ejected Crashed during thunderstorm Flew into mountain during low-flying training Crashed in sea; crew ejected Crashed in sea during photographic exercise Crashed in sea; pilot ejected Not known En route to Paris Air Show Not known Engine caught fire after take-off Not known Not known Not known Crashed soon after take-off After cliff rescue Crashed in field; pilot ejected Crashed in field Pilot ejected but not found Crashed soon after take-off from Laarbruch Crashed near airfield; crew ejected Crashed on runway Crashed into farmhouse during Nato exercise Crashed into sea; crew ejected Not known Crashed into hillside Crashed into sea with 46 Italian parachutists and six crew Not known On formation practice Exploded on take-off Training flight from Honington Ditched from HMS "Blake" Crashed into sea Crashed during demonstration Ditched in sea Crash landing Not known Not known Ditched Mid-air collision Ditched Engine failure Crash landing Not known Not known Ditched Ditched Not known Not known Ditched Not known Not known Ditched after power loss on all four engines Not known Continued from page 135a As for the Directorate of Flight Safety itself, I do not agree that it needs any "spur." Its work is continuous, highly professional and widely respec ted. It is not, I think, by accident that the Directorate has long provided the chairmanship of the eleven-nation Air Forces Flight Safety Committee (Europe) (on which, despite its name, the United States Air Force is represen ted); and I know of no suggestion that it falls short in zeal or expert compe tence. I must also correct, and put into per spective, the figures mentioned in your letter. We are not in fact losing 50 to 60 RAF aircraft and crews a year. I have given the House figures in reply to Questions in recent months. In sum mary, the picture is that we have lost, on the average, about 36 aircraft and 30 personnel a year in the five years up to and including 1971. The corres ponding figures for the five years to 1966 were (approximately) 50 aircraft and 40 personnel. There are no grounds for complacency in these figures; no body draws any comfort from them. But I can assure you that the drop in the figures over the decade reflects a real downward trend when measured by the hours flown (which, as you know, it has never been the practice to publish). There are inevitably fluctuations from one time to another, but the general trend has been one of unmistakeable improvement, notwithstanding an extra ordinary pace of technological develop ment over the decade, with all that this entails in the way of increasing demands on both aircrews and ground personnel. I can also assure you that the flight safety record of the RAF compares well with that of other military air forces (with whom we regularly exchange in formation). In short, I am satisfied that the RAF is bringing to bear the greatest pos sible expertise in the continuous task
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