Summary
On 24 April 2008, a Cessna F177RG Cardinal, registration G-BFPZ, experienced a retraction of both main landing gears during landing at Swansea Airport. The aircraft, manufactured in 1973 and powered by a single Lycoming IO-360-A1B6D piston engine, was conducting a private flight. The pilot, aged 68 and holding a Private Pilot’s Licence with 892 total flying hours (58 on type), was accompanied by two passengers, one of whom was also a PPL holder and acted as co-pilot. No injuries were sustained by the three occupants, but the aircraft sustained damage to the landing gear and tailplane.
History of the Flight
The aircraft had been flown without incident earlier in the day, departing from Yeovil and then proceeding to Swansea. Upon contacting Swansea, the pilot was advised that Runway 22 was in use with a right-hand circuit. With no other traffic, the pilot elected to join on a left base leg. After retarding the throttle on base leg, the landing gear warning horn sounded as the airspeed reduced through approximately 100 kt, and the pilot moved the landing gear selector lever to the down position. He recalled the amber ‘gear unsafe’ light illuminating and then extinguishing as the gear extended, accompanied by audible rumbling and clunks. The pilot asked the front seat passenger to check the nose and right main wheels using a convex mirror under the right wing, which the passenger confirmed he could see. The pilot then glanced left and saw the left main wheel but omitted to check the single green GEAR DOWN light.
Before turning finals at 90 kt, the pilot selected first stage flaps. On final approach, the passenger called “finals three greens,” but the pilot, occupied with approach checks, did not confirm the gear down indication and selected second stage flaps at 80 kt. The final approach and initial touchdown felt normal, but as the aircraft settled onto the runway and the nosewheel contacted the ground, a scraping sound came from the tail. Looking over his shoulder, the pilot realised the main wheels had retracted. The aircraft veered left towards the Alpha taxiway intersection. The pilot turned the ignition and master switches to OFF, and the aircraft came to a halt on the left edge of the runway at the taxiway intersection, leaving a scrape mark 156 m long. All occupants evacuated without difficulty.
Post-Accident Examination
After the aircraft was recovered from the runway, the aircraft owner lifted it clear of the ground and turned on the master switch. The landing gear then continued its cycle and locked down, with the green landing gear safe light illuminating. The pilot was unable to explain the collapse but acknowledged that, as pilot-in-command, he had at least two opportunities to check that the GEAR DOWN light was illuminated but failed to do so. The main landing gear downlocks were examined in situ by the AAIB for visual signs of malfunction or failure. Both lock assemblies, which were of the later hydraulically actuated type (distinct from electro-mechanically actuated), appeared normal and each was fully engaged. Functional checks could not be carried out in situ due to the lack of suitable jacking equipment. The AAIB stated that if further information becomes evident during repair, an addendum will be issued in a future bulletin.