Introduction
On 21 October 2000 at 1640 UTC, an Aerostar SA Yak-52, registration G-BWVR, was involved in an accident during landing at Barton Airfield, Manchester. The aircraft was being operated on a private flight with two crew members on board. No passengers were carried. The commander held a Private Pilot's Licence, was aged 38, and had logged 340 total flying hours, including 40 hours on type. His recent flying experience included 12 hours in the last 90 days and 5 hours in the last 28 days.
Sequence of Events
The Yak-52, which was not equipped with a radio, departed from Barton Airfield and conducted a local flight lasting about fifteen minutes. Weather conditions were reported as surface wind 270° at 7 knots, visibility greater than 10 km, and scattered medium-level cloud. After the flight, the pilot performed an overhead rejoin of the airfield from 1,500 feet, followed by a descent on the dead side of Runway 27 north, the winter runway. There were four other aircraft in the circuit, and the pilot positioned his aircraft on the right-hand downwind leg.
Pre-landing checks were carried out, including lowering the landing gear. The pilot confirmed that the gear was down and locked, and the duty air traffic control officer (ATCO) also reported seeing the landing gear extended. On final approach, two microlight aircraft were ahead, prompting the pilot to execute a go-around. He retracted the landing gear and flaps, climbed to 800 feet QFE, and turned right onto the downwind leg. The pilot believed he had lowered the landing gear again during the subsequent approach but could not clearly recall seeing the three green indicator lights. At the end of the base leg, the flaps were lowered.
During the final approach, there was strong glare from the low winter sun almost directly along the runway line, causing the pilot to lose sight of the aircraft ahead. As he neared the threshold, he saw the other aircraft clearing the runway and continued with his approach. The duty ATCO noticed that the landing gear was still retracted and used an Aldis lamp to shine a steady red light at the aircraft. The aircraft flared at the normal height, and the propeller blade tips struck the ground. The aircraft then settled onto the retracted wheels and extended flaps.
Response and Outcome
The airfield Rescue and Fire Fighting Service (RFFS) was alerted by ATC and responded immediately. Both occupants were uninjured and exited the aircraft by sliding back the canopy in the normal manner. The RFFS applied a foam blanket to the wings and the immediate ground area as a precautionary measure. The accident resulted in extensive damage to the propeller and flaps.
The pilot later concluded that he had become preoccupied with maintaining a safe separation from the slower traffic ahead, and when combined with the difficulty of seeing into the low sun, this distraction prevented him from completing the landing gear check. The lack of a radio prevented him from receiving any audible warning from ATC, and he did not see the red light due to the glare of the sun.