History of the Flight
The accident occurred on landing at Clacton Airfield when the aircraft bounced after landing and then veered to the left of the runway heading before striking a fence and some trees. Both pilots were injured in the crash.
The two pilots had regularly flown together over the past 15 months and had hired the aircraft. Their normal routine was to alternate flying legs. The pilot for the first leg held a Private Pilot's Licence (PPL) since August 1997 and had a total of 175 hours flying experience. The other pilot had held a PPL since 1989 and had a total of 515 hours, of which 68 hours were on type.
Prior to the flight, the pilots had checked the airfield details for Clacton. They had noted the short field length, obstructions on approach, and a footpath across the runway. They telephoned Clacton from Shoreham and obtained current weather conditions: runway in use was 36, surface wind 330°/10 to 5 kt. The handling pilot for the first leg was familiar with short field landings. The aircraft was refuelled to full before the flight.
On the flight to Clacton, the handling pilot was in the left seat, the other pilot managed navigation and RT. The flight was uneventful except for turbulence at times. Clacton airfield was identified from a distance due to excellent visibility. Clacton radio informed that Runway 36 was in use; neither pilot recalled the surface wind details, but it was gusty during approach. No other traffic was in the circuit. The downwind leg was at 1,500 feet, extended to lose height, turned final at about 1,000 feet. At about 500 feet, the handling pilot remembered being on the runway centreline and a little low on the glide path; he added power to arrest the rate of descent, but could not remember anything else until being helped out after the crash. The other pilot could not remember details of the approach or landing except recalling the handling pilot asking for assistance just before going into the trees.
A witness on the ground at Clacton saw G-BOSP approach and noticed it was left of the centreline. He saw it land heavily on both wheels, bounce, then heard a significant increase in engine power as if initiating a go-around. He next heard an impact and was sure engine power remained high until impact.
Examination of the Accident Site
The aircraft came to rest at the bottom of a bank surrounding a pond, about 50 metres west of the runway centreline and about halfway along its length. The bank's top edge had a wire fence and small trees. Mainwheel tracks showed the aircraft approached the fence on a final track of about 257°M. The left mainwheel track faded before the left wingtip cut through upper branches and the left mainwheel struck the fence. Many sharp cuts in trees indicated the aircraft yawed rapidly left, with the propeller cutting branches. It was stopped by striking near the base of a substantial tree.
When it struck the tree, the aircraft had yawed more than 90° left, but track was not significantly changed. Main impact was lateral on the right side at the engine firewall, with the aircraft pitched about 45° nose down. The aircraft subsided into a more level attitude. Collision caused substantial crushing damage to the right side of the cabin and distorted the cabin roof. Flaps appeared retracted; all control surfaces attached. The aircraft was removed without dismantling to a maintenance facility.
Examination of the grass surface in the touchdown area revealed one set of wheel marks consistent with PA-28 landing gear, close to the left edge of the runway. Main wheels contacted about 3 metres from the runway end marking. Wheel imprints indicated the aircraft was level in roll and the nosewheel touchdown was virtually simultaneous with the mains. Wheel tracks ran 8 metres on a heading of 354°M before fading out, indicating the aircraft became airborne again. The aircraft then sustained that track for about 200 metres until wheel tracks reappeared and continued to the fence.
Examination of the Aircraft
Structural damage was consistent with passage through trees. No evidence of pre-impact failure of flying controls; elevator trim was slightly nose up from neutral. Flap mechanism was in the 'clean' (flaps up) position with no evidence of pre-impact malfunction or forced movement. Main landing gear was relatively intact; both wheels free to turn. Right brake was operable; left brake line was disrupted due to structural distortion. Nose landing gear was severely disrupted.
A considerable quantity of fuel was present in both tanks; selector set to 'Right' tank. The engine-driven pump delivered fuel when turned. Fuel mixture control was close to 'Idle Cut-off', throttle almost fully open, cold air source selected. Cuts in tree branches indicated the engine was developing considerable power at impact.
Meteorological Data
Actual conditions at Clacton were not recorded. At Stansted (40 nm west) at 1120 hrs: surface wind 330°/11 kt, visibility >10 km, scattered cloud at 2,200 ft, temperature +10°C, dewpoint +6°C, QNH 1015 mb. At Southend (23 nm southwest) at 1150 hrs: surface wind 320°/11 kt, visibility >10 km, scattered cloud at 3,200 ft, temperature +13°C, dewpoint +5°C, QNH 1015 mb. The witness described weather as clear, dry, sunny, with estimated surface wind 330°/5 to 8 kt.
Summary
Evidence indicated the aircraft landed heavily at the extreme left side of the start of Runway 36, leaving discernible wheel marks. It bounced back into the air; a considerable increase in engine power was heard. Wheel tracks reappearing after about 200 metres and running to the fence indicated the aircraft never properly regained flying speed. There was no evidence that the engine was not capable of sufficient power, although conditions were conducive to carburettor icing if heated air was not selected during approach. No direct evidence of flap use during approach; post-crash examination showed flaps retracted at impact. No reason was found for the aircraft landing on a track about 8° west of runway heading.