Introduction
On 11 February 2018, a Piper PA-28-140 Cherokee, registration G-ATPN, was involved in an accident at Southend Airport, Essex. The aircraft was on a private flight. The pilot held a Private Pilot’s Licence (PPL) and had a total of 55 flying hours, with 6 hours on type. The weather conditions were noted to be gusty, with a forecast wind from 260° at 17 kt, gusting to 32 kt.
History of the Flight
The flight was the pilot’s first since obtaining his PPL and completing familiarisation training on the PA-28 eight days prior. He had mostly flown Cessna 152s as a student. The instructor who conducted the PA-28 training assisted with flight preparation. The pilot calculated the aircraft’s weight to be slightly below the Maximum Takeoff Weight (MTOW) and the centre of gravity (CG) near the centre of the permitted range.
Given the runway orientation (23) and forecast wind, the pilot and instructor were satisfied that the aircraft’s crosswind limit of 17 kt for takeoff and landing would not be exceeded. The flying club’s maximum wind limit for PPL hire was 30 kt. The instructor recommended landing with two stages of flap instead of three and an approach speed of 90 mph to provide a safety margin for gusts. However, the pilot forgot to add the speed increment and aimed for 85 mph.
After an uneventful flight in the local area, the pilot returned for a straight-in approach to Runway 23 from 12 nautical miles. He described conditions as “choppy” below 1,500 ft, with a long and uncomfortable approach due to strong, gusty wind. At two nautical miles, ATC cleared the landing and reported wind from 280° at 19 kt, giving a crosswind component of 13 kt.
Nearing the runway, the pilot felt he was below the ideal approach path but continued. Prior to touchdown, he sensed a sudden gust pushing the aircraft left; the aircraft then hit the runway and bounced. He initiated a go-around, adding power and transmitting his intention. He noticed the aircraft pitching up and realised the risk of a stall, but before taking corrective action, the aircraft sank rapidly and struck the grass to the left of the runway. The landing gear broke, and the aircraft skidded, turning right 90° before coming to rest on its left wing. The pilot and passengers escaped unassisted through the main door. The pilot turned the fuel selector off and attempted to switch off the electric master, but mistakenly identified another switch.
Recorded Information
CCTV footage showed the aircraft began to flare at about 20 ft, rolled left, then regained level attitude before contacting the runway. It bounced and climbed in a 25–30° nose-up attitude, levelled at approximately 40 ft for three seconds with reduced nose-up and slow groundspeed, then turned left slightly and began to sink. As it dropped toward the grass south of the displaced threshold, the rate of descent increased and the right wing dropped. Ten seconds after the bounced touchdown, the aircraft struck the ground hard, skidded, and slewed right before stopping. Occupants walked clear 35 seconds later; the Rescue and Fire Fighting Service arrived one minute after that.
Pilot’s Comments
After the accident, the pilot thought he should have gained more experience in various wind conditions before carrying passengers. He noted that the long final approach in turbulence left him unnerved by the time he reached the airfield. He assessed that he should have gone around earlier when he realised he was off the ideal approach path. During the go-around, he should have focused on flying rather than communicating with ATC. He realised that although he did not recall applying excessive back pressure, he should have adopted an attitude allowing speed to increase to prevent the stall. He also recognised the need for more right rudder as power was added. Before flying solo again, he intended to practise go-arounds with an instructor, from scenarios close to the runway.
Aircraft Operator’s Comments
The instructor who completed the pilot’s PA-28 training noted that the four approaches and landings performed during training were good, reflecting the pilot’s previous landing competency. The pilot had previously landed without difficulty in a 12 kt crosswind from the right and gusty conditions. The flying club observed this was the pilot’s first flight with an aircraft near MTOW and with a rear-seat passenger; the aft CG may have caused a tendency for nose-up pitch. The club considered introducing a requirement for newly qualified PPL holders to practice flying at MTOW with an instructor before carrying passengers.