Clutha FAI hears from Air Accident Investigators
Last updated 9th Apr 2019
The police helicopter that crashed into the Clutha pub killing 10 people spent more than 30 minutes on a false alarm before its descent. Pilot David Trail and his colleagues flew to a train station in Oatlands, Glasgow prior to the tragedy on November 29 2013.
A probe heard there had been reports of an incident there - but this turned out not to be the case.
The evidence emerged at the fatal accident inquiry into the crash being held at Hampden Park.
David Trail along with PC Tony Collins (43) and PC Kirsty Nelis (36) died.
Seven customers at the pub in the city's Stockwell Street also lost their lives.
They were Gary Arthur (48), Joe Cusker (59), Colin Gibson (33), Robert Jenkins (61), John McGarrigle (57), Samuel McGhee (56) and Mark O'Prey (44).
The FAI heard about the helicopter's journey before it plunged into the Clutha.
Marcus Cook - a senior inspector with the Air Accident Investigations Branch (AAIB) - gave evidence about this.
Mr Cook: “There were reports of a crash at a train station which was attended for 33 minutes but nobody was found.”
The helicopter then flew towards Dalkeith, Midlothian.
There was then a brief 15 minute loss of radar due to the terrain.
The probe was then told the helicopter began to lose fuel as it headed back towards Glasgow.
Investigations showed the journey took in three areas of Lanarkshire - Bothwell, Uddingston and Bargeddie.
The investigation also revealed that two fuel warning lights was revealed to the David Traill five times which was aknowledged by pilot.
Mr Cook said: "Two warnings were received from low fuel one before low fuel two came on and stayed on.
"Then, low fuel one came back on and stayed on."
The FAI also heard an initial report into the crash had been written in 2015.
New evidence had then emerged, but this was not published.
Parts of the draft report which did not appear in the later edition have not been revealed to relatives of the victims.
Philip Sleight - Deputy Chief Inspector of AAIB - said: "We have had some evidence that has been sent to us over the last few years for the FAI.
"In our judgement none of that was significant.”
"It could be where we get something wrong and we are duty bound to make that change.
“We also have to work with regulations and I can’t talk about what is contained in draft reports.”
The investigation also heard in great detail about weather and internal aspects about helicopter flight.
Donald Findlay QC criticised the way the investigation was being played out in front of families.
He said: “How are families supposed to follow what is being delivered at this speed?
“The crown must take matters to people without experience.”
The probe later heard claims the pilot should have made a "mayday call" before the crash.
AAIB inspector Mr Cook said Mr Traill could have returned to base when he realised there was not enough fuel to land.
The witness added: “A pilot should always have in the back of his mind how much fuel you have got or consider diverting.
“If he believes he is going to enter below final fuel reserve he should have made a mayday call.”
The other alternative for Mr Traill would have been to send a PAN urgency call to Air Traffic Control.
Mr Cook told the inquiry: “This would have been more appropriate if he knew that hitting below final reserve fuel would happen.
“This should have happened in the final stage of the flight.”
The FAI heard that Mr Traill acknowledged five fuel warning notices displayed in the helicopter during the journey from Dalkeith back towards Glasgow.
Mr Traill was flying in the Bothwell area when the helicopter was close to the final reserve fuel guidelines - 86kg - but he didn’t make any call.
The probe was told everyone on board the helicopter would have heard an audible gong-like sound when the warning lights came on.
The FAI continues before Sheriff Principal Craig Turnbull.