History of the Flight
On 17 June 2006, at 1040 UTC, a Gulfstream AA-5A (registration G-MSTC) departed from Runway 11 at Andreas Airfield, an unlicensed airfield on the Isle of Man, for a private flight with one pilot and one passenger. The wind at takeoff was from the south-east at 3 to 4 kt. During the fifth touch and go, the pilot assessed the wind as very light and, to avoid a long taxi back to parking, decided to make his final approach and landing using Runway 29. The pilot selected full flap and established the approach, but touched down later than intended. Braking on the loose runway surface appeared poor, so he commenced a go-around by fully opening the throttle and selecting the flaps up. The aircraft became airborne but climbed slowly and hit a hedge at the end of the runway, within which was an old farm trailer. The aircraft then landed heavily in the adjacent field. Both occupants vacated through the sliding canopy and were uninjured. After exiting, the pilot noted the wind had increased to 10–12 kt and that the flaps were still extended.
Damage to Aircraft
An aircraft surveyor reported extensive damage rendering the aircraft beyond economic repair. The left landing gear was torn from its mountings, the nose landing leg fractured and collapsed, the left wing was badly distorted, both flaps were damaged, propeller blades bent, and the engine shock loaded.
Description of Airfield
Andreas Airfield is a former World War II airfield, now home to the Andreas Gliding Club. Runway 29/11 is approximately 1,100 m long with a surface of degraded tarmac covered in loose stones and debris. The gliding club permits fixed-wing aircraft to use the airfield at their own risk.
Flap System Operation
The flaps are electrically operated by a flap selection lever. To extend flaps, the lever is held forward until the desired position is reached and then released. To retract flaps, the lever is moved to the up position; once the up circuit is engaged, flaps will continue to retract even if the lever is moved to the off position.
Comment
The pilot believes he did not move the flap operating lever sufficiently to engage the flap-up selection. He also believes the accident resulted from a combination of landing downwind with a stronger-than-expected tailwind and then attempting a go-around with the flaps in the incorrect position.