History of the Flight
The pilot, flying a Flight Design CT2K (G-CBAI) with a Rotax 912ULS engine, made an overhead join at Kilkeel Airfield. The pilot estimated the wind as light to moderate from approximately 300° and positioned for a landing on Runway 36. After descending to circuit height, Kilkeel radio advised that the wind was from 250° at 5 kt. The pilot confirmed this from the windsock and repositioned for a landing on Runway 18. Having confirmed the crosswind component was within the aircraft’s limits (maximum crosswind limit with flap 15° to 40° is 13 kt to 11 kt), the pilot continued his approach, configuring for a flap 30° landing. On short final, the pilot considered he was high and carried out a go-around.
The Accident
Having positioned for a second approach, the aircraft was configured for a flap 40° landing and an approach speed between 50 kt to 55 kt. Touchdown on the mainwheels appeared normal, but the aircraft started to drift left of the runway centreline. The pilot stated that the aircraft had a normal tendency to drift left during the hold-off. He applied corrective aileron and right rudder, but the controls felt as though they had “locked” and were not responding. The aircraft continued left until it departed the runway and entered long grass. While travelling at about 10 kt, the left wing struck a wooden windsock pole, slewing the aircraft left and bringing it to a halt. The pilot shut down the engine before he and his passenger, both uninjured, exited the aircraft.
Aircraft and Pilot Information
The aircraft is a monoplane with a tricycle undercarriage and nosewheel steering. The pilot held a National Private Pilot’s Licence, was 53 years old, and had 141 hours total flying experience (36 on type), with 10 hours in the last 90 days and 5 in the last 28 days. The pilot noted that this aircraft type had less rudder authority at low airspeeds and power settings compared to other microlights he had flown. However, he had not previously experienced control problems after touchdown and believed he should have been able to maintain directional control under the prevailing conditions.
Post-Accident Inspection
A subsequent check of the rudder and nosewheel steering mechanism identified no defects, though it was noted that the controls were slightly stiff in operation, but full travel was available.