On Saturday, 9 July 2011, a unique airworthy Supermarine Seafire Mk. XVII suffered an undercarriage failure and had to perform a wheels-up landing at Bondues aerodrome, France. Here is a striking photo sequence documenting this incident.
The Aircraft, operated by North Weald company Kennet Aviation is the only airworthy UK example of the naval version of the famous Spitfire.
Behind the controls of the aircraft was Miss Anna Walker, an experienced aerobatic pilot from Reigate, Surrey. Anna put the Seafire down with its propeller still turning and should be commended for executing a perfect emergency landing with minimal damage to the aircraft.
The SX336 is one of only two flying Seafires in the world. Built in April 1946 at Westland Aircraft in Yeovil, it spent its active service in Institute of Bramcote as A2055. Put into storage in June 1953, it was scrapped some time during 1955.
The restoration project of SX336 had a long gestation period. The derelict fuselage was discovered in the scrap yard in Warrington, Lancashire in 1973. As a potential but rather difficult restoration object it changed owners many times. Only when acquired by Tim J. Manna, in November 2001 did the project gain momentum. The aircraft made its first post-restoration flight on 3 May 2006 in North Weald, and has been flown at many airshows throughout the UK.
Let’s hope she’ll be back in the air in no time.
All photos in this article have been taken by Mr Antoine Alacusos, used here with his kind permission. For additional images of the accident and the subsequent recovery, see Antoine’s Flickr page at:
http://www.flickr.com/photos/aaantoine/
Beautiful aircraft – well saved Anna!!
Very unfortunate. A good job, I think to keep power on to control landing a good option. I think the Spitfire’s a different beast when the prop stops. BBMF pilots told us at SAAF Museum, that at 1000Ft AGL. if the engine stops you can draw an imaginary line from the spinner to the wingtip – and that’s where you’re going. If windmilling and so you still have oil pressure, pulling the prop pitch to fully coarse can stretch it a lot, due to partially feathering the prop. Would be very interested to know what happened. In the Mk IX, when the U/C lever is in the gate, the hyd’ system is at idle, if you have no hydraulic pressure, I was told you can unload the weight of the legs by bunting, and simultaniously move the U/C lever to DOWN. The reduced weight of the legs will help, as when the lever moves, it rotates the uplocks. If you can rotate the uplocks, the gear should cycle under gravity. If the chains and cables controlling the uplocks break, so you can’t rotate them, you’ve had it. Wonder if that happened? Also from cockpit pictures I saw, this Spit seems to have the emergency blowdown system fitted, can’t see wether it was used or not? If it was, apparently if the locks won’t rotate, this won’t help either?
So, would be interesting to know what happened. As I said, a good job, but still a lot of damage, very unfortunate! Another point of interest the techo’s at the SAAf Museum told me was that on Merlin engined aircraft, shock stress to a Merlin engine, often resulted in the crankcase being cracked where it angles up to form the rear section of the reduction gearbox. Griffon any different?
My dad had a landing incident in the 1971 with Mk XIV Spitfire, TZ138. The cooling system had a failure, resulting in an emergency landing on a short grass field. The right wing was badly damaged, and the 5 bladed prop was in hundreds of pieces. The case was not damaged. The engine was redone in the late 90′s, and the aircraft is currently flightworthy. The original Griffon also suffered a couple of prop strikes, it was inspected each time; with no appearant damage, and a new prop installed
Neat job saving this unique aircraft from further damage, making the best of a bad situation. Compliments to Anna!
BTW: I guess that crumpled bit of metal in the last pic is the carburettor intake?
Hi my father flew Seafires in the FAA and he said they had very few undercarriage failures but when they did they would fly inverted which would take the strain off the locks and normally the gear would come down, as a matter of interest the Seafire in the FAA museum appears in his log book on several occassions
@Gordon,
Very interesting. I have no doubt that simple tricks such as this were often effective. Wonder if the contemporary pilot of this preserved Seafire knew anything about it:) and if she would have tried the manoeuvre if she did… given that in today’s aviation we seem to require written procedures for everything.
Anyway, glad to hear about your father and all the best. /M.