History of the Flight
On 9 July 2022, a Piper PA-46-350P (registration G-LAMI) was scheduled for a private sales demonstration flight from Wycombe Airpark, Buckinghamshire. The commander, accompanied by a sales representative, one potential buyer as pilot flying (PF), and three passengers, intended to fly to Cardiff under IFR. The commander arrived to prepare the flight and felt under time pressure due to passenger commitments. He calculated fuel and weight, estimating the aircraft would be at maximum takeoff weight (MTOW) with a required ground roll of 1,700 ft using flaps 10°. He did not calculate 50 ft obstacle clearance performance.
After fueling, the aircraft taxied to Runway 24, then backtracked to line up for Runway 06. The commander demonstrated a 180° turn, estimating they were 10-15 m from the runway end. Rotation and lift-off speeds were briefed, and flaps 10° were selected.
The Takeoff Roll and Rejection
The PF fully advanced the throttle. Shortly after, the commander heard a Master Warning and noted a red Crew Alerting System (CAS) message indicating manifold absolute pressure (MAP) exceeded 42 inches Hg, peaking at approximately 44 inches Hg. The commander reduced the throttle, stabilizing MAP at 36-37 inches Hg, and continued the takeoff roll.
About halfway down the runway, the commander became concerned about insufficient airspeed. The PF recalled being told to rotate at about 55 kt, then heard the stall warner as the aircraft pitched up. A passenger felt a "bounce," and a witness observed a "wing wobble" suggesting momentary lift-off. The commander shouted "Stop! I have control," closed the throttle, and applied maximum braking.
The aircraft decelerated, swung right, and ran off the end of the runway onto the taxiway, then into grass. Both main landing gears collapsed. The commander estimated speed as "not much more than walking pace" when entering the grass. The aircraft stopped shortly after. The commander performed emergency shutdown and evacuated all occupants via the upper cabin door (the lower half jammed). Fire services attended; a strong fuel smell was noted.
Accident Site and Recorded Data
Skid marks on Runway 06 showed two lines starting from the painted Runway 24 numbers, 3.6 m apart, curving right and converging where the aircraft left the paved surface. The nose gear left a separate skid mark 4.2 m to the right. The aircraft came to rest approximately 260 ft from the runway end.
The Garmin G1000 Integrated Flight Deck recorded data. After the 180° turn, the aircraft lined up 31.7 m (104 ft) from the end of Runway 06. Peak ground speed was 71 kt after 30 seconds, with 2,272 ft of runway used. The positional track overlapped the skid marks. Recorded fuel before refueling was 37 US gallons; after refueling, 94 US gallons, reducing to 91 US gallons before takeoff.
Data showed MAP peaked at 45.3 inches Hg, exceeding the 42 inches Hg threshold for 4 seconds. After throttle reduction, MAP stabilized at 38 inches Hg, engine speed at 2,450 ±25 rpm. Constant acceleration occurred from T=11 to T=29 seconds. At T=31 seconds, aircraft pitch increased to 13° nose-up, acceleration decreased, and ground speed peaked at 71 kt one second later. Throttle was then closed, and the aircraft decelerated rapidly, swinging 100° right before stopping in 7 seconds.
Aircraft Damage
The left wing top surface was creased outboard of the landing gear attachment, with a puncture hole near the retraction jack actuator. The actuator failed in compression and bending; its mounting lug on the wing spar sheared. The right landing gear retraction actuator failed in tension overload; the landing gear fairing contacted the weather radar pod. Nosewheel rim had deep abrasion marks on the left side. The fuselage aft of the cabin door was deformed with skin buckling. No propeller ground strike was found. The braking system had no defects.
Weight and Balance
The commander's pre-flight calculations showed the aircraft at MTOW. However, the source does not provide further details on the weight and balance outcome.