Factual Information
The aircraft, a Jabiru UL registered G-BYIF, was manufactured in 1999 and powered by one Jabiru 2200 A/J piston engine. On 24 July 1999 at 1730 UTC, the aircraft was being operated on a private flight from Lydd Airport to Stowting Rough Airstrip near Ashford, Kent. The pilot, aged 71 and holding a Private Pilot's Licence, had a total flying experience of 339 hours, including 6 hours on type, with 33 hours in the last 90 days and 14 hours in the last 28 days. The aircraft carried one pilot and one passenger; no injuries were reported. Damage included replacement of the left wing, damage to propeller blades and nose leg, and minor cracks in the fuselage.
Sequence of Events
The weather was good with a light surface wind and an estimated air temperature of 21°C. The airstrip, oriented 24/06, was situated at approximately 600 feet amsl with a wire boundary fence on the approach to Runway 06. The estimated length was 400 metres, featuring a downslope for the first 100 metres and an upslope for the remaining 300 metres. Trees were located to the north, east, and south of the airstrip, with the northern tree line oriented approximately east/west. The pilot was familiar with the airstrip and previously flown from it, aware that the surface wind could be unpredictable due to the geographical features.
Prior to the final approach to Runway 06, the pilot flew two circuits down to approximately 100 feet agl without incident. The final approach was conducted with full flap and an airspeed of 50 kt over the threshold. During the flare, the pilot experienced what he described as "a squally gust of considerable force," causing the right wing to rise and the aircraft to be blown left of the runway centreline. The pilot applied full power to initiate a go-around but was unable to prevent the aircraft from moving further left. The aircraft struck the top of the trees to the north of the airstrip before the pilot had time to raise the flaps. It came to rest in the tree tops at an estimated height of 15 to 20 feet; some of the damage may have occurred during the recovery. The pilot considered that, at 50 kt with full flap, the aircraft did not have sufficient aileron authority to enable regaining control.
Aircraft Information
During the subsequent repair, no obvious pre-existing unserviceability was found with the aircraft. The repair organisation had been involved in test flying G-BYIF and considered that its handling characteristics were consistent with other identical types. The maximum rate of climb during a go-around is achieved with Flaps 1 selected; this setting is selected from full flap after the application of full power and at an airspeed of 55 kt. With full flap retained during a go-around, the rate of climb is reduced.
Additional Information
The information for this report was derived from the Aircraft Accident Report Form submitted by the pilot and enquiries by the AAIB.