Background
On 2 March 2008, at 1045 UTC, a Piper PA-28-181 Cherokee Archer III, registration G-MPAA, sustained damage during landing at Rochester Airfield, Kent. The aircraft, manufactured in 2002, was powered by a single Lycoming O-360-A4M piston engine. The flight was a private operation with one pilot and two passengers aboard; no injuries were reported.
History of the Flight
The flight originated from Biggin Hill. The pilot obtained a forecast indicating surface wind at Rochester as 280° at 17 kt, gusting to 27 kt. Upon approaching the airfield, the Rochester AFISO reported the wind as 290° at 18 kt. The pilot selected one stage of flap before turning onto base leg and a second stage before turning onto final. He stated that he focused on maintaining an accurate approach, crabbing nose-left to counter a gusting crosswind from left to right. Aware of the increased aircraft weight, he intended to use a slightly increased approach and touchdown speed but overestimated these. The aircraft touched down at approximately 75 kt and bounced slightly. A second bounce was “much higher,” and the pilot released back pressure on the control column (reducing nose-up elevator) and applied a very small amount of power. On the subsequent touchdown, the nosewheel contacted the runway before the main wheels. The pilot taxied clear and was unaware of damage until a visual inspection.
Aircraft Information
The PA28-180 Archer III Pilot’s Operating Handbook states a maximum demonstrated crosswind velocity of 17 kt. For normal procedures, it recommends an initial approach speed of 75 kt and a final approach speed with flap extended of 66 kt (for 40° flap). No speed is provided for landing with two stages of flap set. The handbook advises varying flap use and touchdown speed according to conditions and to contact the ground at the minimum possible safe speed. The maximum permitted takeoff and landing mass is 2,550 lb; the takeoff mass was 2,531 lb. Flying instructors familiar with the Archer III commented that two stages of flap were appropriate for landing in a gusting crosswind.
Damage
Inspection of Runway 34 yielded five pieces of the nosewheel spat. No evidence of propeller contact was found. Subsequent maintenance inspection revealed damage limited to the engine frame and nosewheel spat.
Discussion
The AAIB receives several reports each year of light aircraft damaged by landing nosewheel first, often following a bounce. The nosewheel of tricycle-gear aircraft is designed for steering and ground stability, not to support landing loads. Pilots are taught to touch down on the main wheels first; if unsuccessful, a go-around is an option. Control inputs that lower the nose close to the ground increase the risk of nosewheel-first contact. Higher airspeed requires a lower nose attitude on approach, further raising that risk.