A Hawk jet has crashed near RAF Valley in Anglesey, with emergency services responding to the incident.

The aircraft came down on Wednesday afternoon in the vicinity of the Royal Air Force base. Eyewitnesses said both crew members ejected before the aircraft crashed. An air ambulance was dispatched from Caernarfon towards RAF Valley following the incident, with a Coastguard helicopter also responding.

One eyewitness, writing on Facebook, said: “We watched it takeoff, we’re on shoreside and have watched hundreds take off. I said to my wife it’s in trouble as I could see flames as in took off. We watched it climb then it as it was parallel with us it started to pitch up violently twice. Then both pilots ejected and the Hawk crash about a mile away.”

A Royal Air Force spokesperson said:

“An incident involving an RAF T2 Hawk aircraft, flying out of RAF Valley, occurred near Anglesey. An investigation is underway and we will not comment further at this time.”

North Wales Police stated:

“Officers are currently in attendance to reports of an incident involving an RAF training aircraft in the Pencarnisiog area of Anglesey, alongside colleagues from the Royal Air Force, North Wales Fire and Rescue Services, Welsh Ambulance Service University Health Trust and Helimed. Please avoid the area until further notice. Updates will be issued when appropriate.”

RAF Valley is the centre of advanced fast-jet training for the Royal Air Force, with Hawk T2 aircraft operated from the Anglesey base as part of the UK Military Flying Training System.

The Hawk T2 is a two-seat advanced jet trainer used to prepare pilots for frontline fast jets including the Typhoon and F-35B. Its cockpit and training systems allow crews to practise tactical flying, simulated weapons employment and other elements of combat-air operations before progressing to operational conversion units.

The aircraft is powered by a Rolls-Royce Adour turbofan and replaced the older Hawk T1 in the RAF’s advanced training role. RAF Valley has been associated with fast-jet flying training for decades and routinely conducts Hawk sorties over North Wales and the surrounding sea areas.

George Allison
George Allison
George Allison is the founder and editor of the UK Defence Journal. He holds a degree in Cyber Security from Glasgow Caledonian University and specialises in naval and cyber security topics. George has appeared on national radio and television to provide commentary on defence and security issues. Twitter: @geoallison
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43 COMMENTS

  4. Video is harrowing, shows how it kept pitching up even after ejection, pilots i believe had no choice but to bail early, glad no one was injured

  7. I hope they are both OK, interesting looking failure, the radom high G piting appears to suggest a lateral loss of control?

    Probably Adour related, its the gift that keeps on bloody giving.

    • A jet doesn’t handle like that due to engine failure. I’d say hydraulic failure affecting the flying controls. And the fire wasn’t coming out of the engine.

      • I’ve seen speculation that the bursts of flame were caused by fan blades detaching, but the APU is in the spine too so it might be that. Hawk has push rod controls rather than hydraulics so to cause loss of pitch control would require them to be physically severed.

        • There’s speculation that the aircraft didn’t have enough airspeed to maintain lift, as the engine suffered a catastrophic failure. Flames are seen coming out of the side, where the fire extinguisher hatch is. The porpoising could have been caused by one of the pilots trying to regain lift by pulling the stick back and fighting the stall. However, by doing so it interferes with the pilots access to the ejection seat handles. It definitely looks like a command ejection as they eject only a split second apart, when the aircraft was more level. It does seem that the aircraft was banking away from buildings and aiming for the field just before they ejected.

        • If the T2 is the same as the T1 – the APU – GTS in Hawk terminology only runs to start the main engine. It automatically shuts down as the main engine starts. It doesn’t provide any hydraulic services to the aircraft.
          Again if the T2 is the same as the T1 the rudder has just mechanical push rod controls. The push rod controls to the elevator and ailerons use mechanical inputs/control of the powered flying control units to move the servo valves. Power to move the control services is then hydraulic via the powered control units. My initial take on the aircraft pitching up is one of the pilots has pulled the control column to the rear to cause the pitch up movement, in the process of ejecting.
          Loss of the engine won’t cause immediate hydraulic failure, there are 2 hydraulic system plus a ram air turbine which would deploy and operate once one of the main hydraulic systems has lost pressure as the engine winds down.
          Although we shouldn’t speculate, my bet is either an engine fire/failure on take off at the critical rotate speed. One eye witness I heard said there was fire from take off. If not an engine failure directly – then a birdstrike which caused engine failure, at such a critical flight phase didn’t allow the aircraft to climb away. Speed falling off, leaving the lads little option but to pull the yellow and black handle.

          • It seems the T2 is different to the T1, the APU/GTS now provides additional electrical and cooling services to the avionics. There is now video on YouTube showing the aircraft was on fire as it rolled down the runway even before it got airborne. It seems to be a fire in the APU/GTS bay on the top side of the fuselage. The pitch up movement is possible loss of control because the fire has burned through the flying control tubes that pass through the APU/GTS bay

  10. Thankfully the crew got out and are Ok.
    Down to 27! And this is just a training aircraft in an already stretched tiny fleet.
    So now apply that to warfighting assets and losses.
    When there were, what was it, 170 something Hawk T1, attrition wasn’t noticeable and part of the fleet size consideration.

    • I know mate, I suppose the original T1 fleet was ordered for a different time, no synthetic training and RAF/FAA requirements an order of magnitude bigger than today.

      That said, its a given that the T2’s ( another jobs for the boys project) replacement will ‘hopefully’ be one of the excellent and utterly proven Italian offerings, with an order of at least 40, (hopefully 50) this time.

      The BAE Systems UK assembled Redhawk is just another MIC gravy train project, that would lead to an eye watering expensive trainer and the RAF struggling to get 20 airframes.

      • Would not surprise me if Redhawk is chosen.
        Going for the most expensive option with the “think of the jobs” bit around it like a cloud leaving the military with a tiny number of assets seems the default option.
        As the military are only ever a part of the equation, and a minor one at that.
        If the Reds are being replaced needs to be at least 40 Aerrmachi, yes.

        • Yep, probably Redhawk and goodbye Red Arrows. The MoD are crazy enough…

          This has got MIC ‘gold standard’ gleeful rubbing of hands all over it!

          If they go that route,with BAE Systems assembly, they will probably be twice as expensive as an off the shelf Italian jet, probably three times the price and the RAF will likely not even get a one for one replacement with Hawk T2.

          • Watch this space mate.
            It’d not surprise me.
            Keep it simple and OTS if the product is good enough and the right price allowing some mass.

          • MIC wheels within wheels. My guess is that Burnham wants a better relationship with Trump than Starmer. The RAF ‘choosing’ Red Hawk would be a significant and appreciated vote of confidence for the US ( and SAAB) product. US thanks would be in order e.g. a good deal on 2 more much needed E-7s. The UK jobs numbers might favour Red Hawk if it gains export orders e.g Japan. Warton is probably a more realistic site than Yeovil – closer to Makerfield 😂. Burnham might also dangle the prospect of the Ford Ranger at Dagenham and Bridgend for the army and / or a deal for the T26 blueprints. We are in a position to do the US a lot of favours.

            • Quite possibly, one thing’s for sure, if they go RedHawk, the RAF will be lucky to get 20, they will be extremely expensive to buy and an order of magnitude more expensive to operate.

              The budget wont go up, so the numbers will fall to match the available folding money.

              • Yes, I understand. The Red Hawk is a much heavier aircraft….I wonder if the price could be cut if the Volvo RM12 engine was fitted; and BAE or SAAB avionics.

        • The Redhawk is probably the most capable trainer available and the best option for the long term. We want the best product to train our future pilots. Not just numbers to look nice.

  11. Just found the footage. Not even a chance to get over water before bailing.
    And that cottage just infront of the crash site….Jesus.

  12. 🙏 the airmen are safe. A reminder, if we didn’t know that a spend commitment on Hawk replacement ticks both the urgent and important priority boxes.

      • Difficult to understand the delay. I am not expert but seems to me the M346 is a no brainer unless there is some bigger politics at play which favours the T-7A Red Hawk.

        • Many of us suspect the MIC pork barrel will demand feeding and a Bae Systems assembled Redhawk will be front runner.

          M346 should absolutely be the preferred option.

          • M346 could also be license built in the UK. Its about selecting the best product to train our future aircrew for post 2030 RAF. Tempest, F35 and operating CCA.

            • It could, but at what cost?
              We need an off the shelf solution.

              Certainly if Leonardo could guarantee a UK production line with export opportunities, could they, I doubt it…

    • Why? The Hawk T2 has more than half it’s airframe hours available. Enough to go to 2040, further if we farm out most of the advanced training to a fast turbo prop, leaving the specific jet stuff to the Hawk. Personally something like the PC21 comes to mind. The engine issue can be fixed in due course.

    • Last radio call guaranteed to be “I’m staying with it to avoid the school”……

      Was always a rumour that aircrew were withdrawn from FJ flying after two ejections. Don’t think I’d need to be told.

    • Nope, it was a total loss of elevator control after the controls burned through causing an uncommanded and unrecoverable pitch up

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