Introduction
On 17 April 2005, a Piper PA-28-140 Cherokee, registration G-BCGT, sustained damage during a landing at Compton Abbas airfield in Wiltshire. The aircraft was on a private flight from Shoreham. The sole pilot and two passengers were not injured.
History of the Flight
The pilot contacted Compton Abbas Radio and was instructed to join a right-hand circuit for Runway 26. On final approach at approximately 500 feet above ground level, he noted a significant southerly wind component. The airfield reported surface wind from the south-southwest at 15 knots. The pilot, who had experience landing in such conditions, selected full flap and approached at 70 knots using a crabbing technique.
At about 100 feet, the aircraft encountered turbulence and descended more rapidly than expected. The aircraft touched down heavily, bounced, and contacted the runway again. The pilot could not prevent a second bounce followed by a hard touchdown that caused the nose landing gear to collapse. The aircraft slid in a nose-down attitude for about 50 meters before stopping upright. The propeller and right wingtip were damaged; the pilot shut down the fuel and electrical systems. All occupants evacuated without injury.
The pilot commented that using full flap reduced his ability to control the aircraft in the strong crosswind and that he should have performed a missed approach after the first touchdown.
Airfield
Compton Abbas is a grass airfield on a ridge at 811 feet elevation. Runway 08/26 is 803 meters long and well maintained. The UK Aeronautical Information Publication notes that trees along the southern boundary cause turbulence on approach with a southerly wind component, a warning also given in commercial airfield guides.
Aircraft Handling
The Piper PA-28-140 Cherokee has manually operated flaps with positions for 0°, 10°, 25°, and 40°. Instructors familiar with the type indicated that 25° of flap offers better crosswind control, while the 40° setting increases drag and reduces landing speed but degrades go-around performance in a heavily loaded aircraft. The manufacturer’s operating handbook does not give specific guidance on flap selection for crosswinds but states the maximum demonstrated crosswind component during certification was 17 knots.