Introduction
On 1 February 2011 at 1243 UTC, a Cessna 310R, registration G-BGTT, experienced a left landing gear collapse during landing at Jersey Airport. The aircraft was on a private positioning flight from Exeter to Guernsey. The sole occupant, the pilot, was not injured. The left engine, left flap, left aileron, and left main fuel tank were damaged.
History of the Flight
The pilot encountered difficulties with radio communications during the flight. After losing contact with Exeter ATC en route, he contacted Jersey Zone. No transponder signal was received from the aircraft, so controllers identified it using the turn method. The intended destination was Guernsey, but weather there was below minima for Special VFR and an ILS approach. Guernsey ATC provided weather information for Jersey and Alderney, and a recent TAF for Jersey indicated deteriorating conditions. The pilot requested a diversion to Jersey.
A Special VFR clearance was issued into the Channel Islands Control Zone. The pilot was asked to confirm he could operate IFR if required, which he did. Control was handed to Jersey Approach when the aircraft was about 20 nm east-northeast of Guernsey. The pilot was given vectors to remain clear of traffic on ILS approaches into Guernsey. He was asked to advise when he had Jersey in sight or request vectors for an ILS approach. When approximately 20 nm north-northeast of Jersey, he requested vectors. Ongoing communication problems occurred, and the aircraft failed to track as expected on given headings. Jersey Approach switched to their emergency handset, improving two-way communication.
The pilot was instructed to fly at 2,000 ft and report when level. Approach Control coordinated with Tower Control to identify the aircraft on radar while it positioned for the ILS. The aircraft became established on the ILS at 9 nm DME. At 8 nm, the pilot was given visibility of 6,000 m and cloud base of broken at 1,400 ft. He was instructed to contact Jersey Tower. When the aircraft was at 6 nm, Approach Control confirmed the frequency change, but the aircraft was still on the Approach frequency. The tower controller reported hearing aircraft transmissions but no responses. Using the emergency handset, successful communication was achieved.
The aircraft was cleared to land with a reported cloud base of 900 ft and horizontal visibility exceeding 1,500 m. Both the pilot and tower observers considered the touchdown smooth. However, as weight settled onto the landing gear, the left gear green light extinguished, the red gear unsafe warning light came on, and the gear warning horn sounded. The left gear then collapsed, and the left propeller contacted the runway.
The pilot closed the throttles, pulled back the mixture and propeller levers, departed the left side of the runway, moved fuel selectors to OFF, switched all switches off, and vacated the aircraft. A final radio transmission was made but not heard by the tower controller, who was alerting the airport fire service.
Engineering Findings
Examination by a third party revealed extensive corrosion of landing gear components and no evidence of recent lubrication of the pivot bearings within the landing gear mechanism. Additionally, the aircraft's Airworthiness Review Certificate had expired on 14 June 2009. After a period of idleness, the aircraft was issued an EASA Permit to Fly on 7 January 2011, valid until 6 February 2011, for the purpose of positioning for major servicing.