The Piper PA-28-181, built in 1977, was damaged beyond economic repair in the incident at Rochester Airport on August 14, 2024.
The pilot, who had 155 hours of flying experience, was conducting a private flight from Lydd to Rochester Airport and was the only person on board.
An Air Accidents Investigation Branch (AAIB) investigation revealed that the pilot experienced a high workload after executing a go-around manoeuvre and receiving a runway change.
This led to the plane landing long and at an excessive speed, causing it to overrun the runway.
The aircraft’s wings struck trees during the incident, detaching from the fuselage and resulting in a fuel leak.
The pilot initially attempted to land on runway 02 but felt uncomfortable with the approach and executed a go-around.
The wind direction then changed, and he was advised to switch to runway 20.
On touchdown, the aircraft bounced multiple times.
The pilot applied hard braking, but the aircraft skidded and did not slow down effectively.
As the aircraft neared the airfield boundary, the pilot pulled back on the yoke, causing it to become momentarily airborne.
The plane then cleared the airport boundary fence and a local road before coming to rest in a wooded embankment.
Flight data showed that the aircraft’s ground speed was 91 knots at the flare, much higher than the recommended final approach speed of 66 knots.
Touchdown occurred 190 metres from the runway threshold, and the aircraft was still at 45 knots when it reached the airfield boundary.
The landing distance available on the grass runway was 830 metres, which was sufficient under ideal conditions but insufficient at 91 knots.
The pilot later acknowledged that he had landed faster than normal.
The AAIB report highlighted that managing a go-around increases pilot workload, and the runway change further increased the workload and reduced time to stabilise speed.
The primary cause of the accident was identified as the aircraft landing too fast and too far along the runway.
Key contributing factors included high workload from the go-around and runway change, insufficient speed reduction before landing, and the grass runway surface affecting braking effectiveness.
The AAIB issued several safety recommendations following the incident.
It advised pilots to assess the impact of surface conditions on landing performance and manage workload and distractions effectively.
It also reminded pilots that information from the Flight Information Services Officer (FISO) is not mandatory, and they can delay responses or request alternatives.
Rochester Airport uses Aerodrome Flight Information Service (AFIS), which means the FISO’s information is advisory and not an instruction.
The AAIB report also noted that the pilot could have requested more time to adjust workload, declined the suggested runway change, or left the airfield circuit and repositioned for a stable approach.
The report stated: “The aircraft landed at 91 knots instead of the recommended 66 knots.
“Given the touchdown point (190m from the threshold), the aircraft was unlikely to stop within the available runway length.”
The report concluded: “The primary cause of the accident was the aircraft landing too fast and too far along the runway.
“The pilot recognised post-accident that he had landed faster than normal.”
No passengers were on board during the incident, and the pilot was uninjured.
The investigation was conducted by the Air Accidents Investigation Branch and the full report can be found in AAIB Bulletin 3/2025.
