1990 Scotland RAF Shackleton crash

No. 8 Squadron RAF

Company type	Military squadron
Industry	Military aviation
Headquarters	RAF Lossiemouth , United Kingdom
Area served	United Kingdom, Outer Hebrides
Key people	Wing Commander Stephen Roncoroni (Officer Commanding at time of crash)
Products	Avro Shackleton AEW Mk II aircraft operations

Template:Infobox aircraft occurrence

On 30 April 1990, an Royal Air Force Avro Shackleton AEW Mk II from No. 8 Squadron RAF, stationed at RAF Lossiemouth, tragically collided with terrain on the Isle of Harris while attempting to land at RAF Benbecula. The crash resulted in the loss of all ten personnel aboard, including the wing commander leading No. 8 Squadron at that time. This incident marked the final fatal accident involving the Shackleton fleet, which was subsequently retired from RAF service in 1991.

A subsequent Board of Inquiry (BoI) classified the event as a case of controlled flight into terrain, although the precise cause remained undetermined.

Background

The airframe WR965 entered RAF service in 1957, initially deployed to RAF Khormaksar. Throughout its operational life, it served with multiple units including Nos. 37, 38, 203, 204, 205, and 224 Squadrons. It was later converted into an Airborne Early Warning (AEW) platform during the early 1970s. The requirement for an AEW aircraft arose following the retirement of the Royal Navy's Fairey Gannet airframe. From 1971 onwards, No. 8 Squadron operated the Avro Shackleton in this role. The Shackleton AEW was essentially an interim solution developed from the MR2 variant, itself derived from Avro’s original bomber lineage that included the Lancaster and Lincoln aircraft. Although the Nimrod AEW was intended to replace the Shackleton in the mid-1980s, persistent technical difficulties led to cancellation of that program in favour of procuring Boeing E-3 Sentry aircraft in December 1986.

At the time of the accident, No. 8 Squadron was based at RAF Lossiemouth and named their aircraft after characters from the children's television series The Magic Roundabout. Collectively, these aircraft were nicknamed Growlers due to their distinctive engine sound and also referred to as Old Grey Ladies because of their paint scheme. The pronounced noise resulted from their contra-rotating propeller engines.

Incident

On 30 April 1990 at 8:00 am, WR965 departed from RAF Lossiemouth in Moray, Scotland, operating under the callsign Gambia Zero 8. The aircraft had covered approximately 150 miles (240 km) en route to the Outer Hebrides. This flight was part of a military exercise known as Ex Bushfire. During the operation, the onboard radar was switched off in accordance with exercise protocols, which included "mutual training" alongside a Tornado F3 aircraft. Initial eyewitness accounts suggested that the aircraft might have been downed by a missile strike; however, the RAF firmly denied these allegations.

Shortly before noon, the pilot contacted RAF Benbecula requesting clearance for an approach, indicating that they were about 20 miles (32 km) away. Clearance was granted for landing from the west. RAF personnel on the island observed the aircraft circling at least twice prior to its collision with Maodal, a peak rising approximately 800-foot (240 m) near the village of Northton (grid reference Template:Ordnance Survey coordinates). Weather conditions at the time were reported as poor, and WR965 was flying at a low altitude. One witness noted that if the plane had been just 2 feet (0.61 m) higher, it would have cleared the summit without incident.

Despite the isolated location, emergency responders and local residents arrived swiftly at the crash site. A police officer who first reached the scene described encountering wreckage and casualties immediately, stating, "We came across debris and then some bodies and we knew it was really bad." Helicopters from Lossiemouth joined the rescue effort amid a very active response. Initially, only nine individuals from the aircraft could be accounted for, prompting some responders to search further up the hill in case anyone had survived and wandered away disoriented. Ultimately, it was confirmed that there were no survivors.

Crew

A typical mission for a Shackleton operating in the AEW capacity involved a nine-member crew. This included a pilot, co-pilot, flight engineer, and navigator (plotter) forming the flight deck team, alongside a radar unit composed of five personnel. The radar contingent was led by a Tactical Co-ordinator (TACO), who was always a commissioned officer, supported by various controllers and operators. Members of this team were drawn from several radar-related trades within the squadron, such as radar navigators, air electronics officers and operators, as well as fighter controller officers or NCOs. As squadron numbers declined in anticipation of replacing the Shackleton AEW2 with the Sentry AEW 1 (AWACS), it became common for crews to operate with four-person radar teams. This was the case on the day of the incident, with an additional two station staff aboard. The aircraft’s captain at that time was Wing Commander Stephen Roncoroni, who also served as Officer Commanding No. 8 Squadron.

Aftermath and inquiry

File:Memorial on Maodal - geograph.org.uk - 832568.jpg

Memorial on Maodal

Two days following the tragedy, a private notice question in the House of Commons addressed the issue, with some members attributing operational shortcomings to reductions in aircraft numbers. Allan Rogers, then opposition MP responsible for defence matters, remarked that such cutbacks contributed to incidents like this one. He highlighted that operational Shackletons within the squadron had been reduced from eleven to six in recent years, complicating their mission.

Three days after the crash, ten coffins were transported across the island and flown by RAF Hercules aircraft from RAF Stornoway back to RAF Lossiemouth. Over 2,500 island residents gathered along the streets of Harris to pay their respects during this solemn occasion. On 31 May 1990, a memorial service took place inside one of No. 8 Squadron’s hangars at RAF Lossiemouth.

The Board of Inquiry found that during an exercise involving a Tornado F3 aircraft, the Shackleton had its radar switched off. The crew contacted RAF Benbecula for an approach clearance, reporting their position as 20 miles west of the airfield; however, they were later determined to be approximately 12 miles north of Benbecula. At 11:34 am, the crew informed Benbecula tower that deteriorating weather conditions prevented their approach and indicated they were turning right and climbing to attempt another approach. This was their final communication before the crash. Due to interference in the transmission, Benbecula tower requested repetition of their last message.

The aircraft impacted terrain about 30 feet below the summit while all four engines maintained cruise power settings, representing a classic case of Controlled Flight Into Terrain (CFIT). Weather reports from that day showed cloud layers ranging from 200 feet above sea level up to 3,000 feet at cloud tops. The inquiry’s official verdict stated that the accident resulted from flying below a safe altitude amid unsuitable weather conditions; however, it was unable to ascertain why this occurred.

Plans were initially in place to replace the Shackleton fleet with an upgraded Nimrod variant; nevertheless, this was ultimately abandoned in favor of adopting the Sentry AWACS platform.

A memorial stands on Maodal (grid reference NF997904), featuring the Orange Harvest ESM receiver that was mounted atop WR965 Dylan at the time of its crash. The crew’s names are also commemorated on Panel 201 of the Armed Forces Memorial located at the National Memorial Arboretum in Staffordshire.

Aircraft incidents

On the same day as the Shackleton accident, two additional RAF planes experienced crashes; however, these incidents did not result in any loss of life. A Tornado GR1 (ZA454) encountered an engine fire leading to a crash at Goose Bay in Canada. Meanwhile, a Phantom FGR2 (XV402) sustained damage to a wheel and ignited a fire beneath the aircraft during its landing at RAF Valley.

External links

• Board of Inquiry summary report
• The Shackleton Association website