Incident Summary
On a training flight from Belfast International Airport, a two-person crew conducted two flights in G-OPFE. The second flight, a training detail for a first officer's conversion to the left-hand seat, included a simulated engine failure and multiple approaches. After landing and repositioning, the crew departed for a VOR/DME approach to Runway 07 for a final landing. During the flare, the gear warning horn sounded, and shortly after, propeller contact with the runway was heard. The aircraft came to rest on the runway after a ground slide of approximately 480 metres.
Flight Details
The crew had two days off prior to the duty. They flew from Stansted to Belfast, checked into the hotel, and received a weather briefing at 1600 hrs. The first flight departed at 1827 hrs and successfully completed the required items, landing at 2010 hrs. After a brief with engines running, the second flight began at 2031 hrs. The training captain simulated an outboard engine failure after VR. The first officer executed a three-engine ILS approach and go-around to Runway 17, followed by a VOR approach to Runway 07. After landing, the first officer repositioned and made a full-power take-off from Runway 07, climbing to 4,000 feet. The crew proceeded north-west, then requested to turn back. The approach was stable, with flap selection discussed. The final flap position (100%) is typically selected during flare or after touchdown.
Investigation Findings
Examination revealed that the aircraft made a gentle touchdown near the PAPI, left of the centreline. Initial contact was on both inboard propeller tips, followed by outboard propellers, radio aerials, fuselage undersurface, inboard flaps, and the No. 3 engine nacelle. The aircraft slid 480 metres, coming to rest on Runway 07. Damage included severe bending and scraping of all propeller blades, abrasion of the fuselage and No. 3 engine cowl, and distortion of inboard flaps. A small amount of fuel was released from the No. 3 engine nacelle; no fire occurred. The flaps were fully deployed (100%, 47°) at touchdown, and the flap lever was at 47°. All three landing gear legs were fully retracted at touchdown and during the slide. After lifting, the gear deployed normally using the emergency procedure. The landing gear selector was found with the 'Down' button pushed in, but the electric actuator switched by the selector was in the fully up position. The actuator had not been disturbed during recovery. The landing gear indicator was set to 'Day' (bright). Testing of relevant systems (except hydraulic generation) showed normal operation.