According to the pilot in the experimental, exhibition airplane, he departed from a grass airstrip about one hour after a rain shower.
After a 15-minute pleasure flight, he landed on the same wet grass airstrip in Bayou La Batre, Alabama.
He reported that the Yak 52 touched down about 700 feet past the 2,000-foot-long runway’s threshold at 75 knots with full flaps and the trim set nose up.
He applied the brakes multiple times, but the airplane overran the departure end of the runway.
The airplane’s groundspeed was about 13 knots when the right wing hit a fence.
The airplane sustained substantial damage to the right-wing aileron.
In the recommendation section of the National Transportation Safety Board Pilot Aircraft Accident Report, the pilot asserted that the accident could have been prevented if he had taken into consideration “the reduced traction offered by the wet grass.”
Probable cause: The pilot’s improper planning for landing on a wet grass airstrip, which resulted in a runway overrun.
NTSB Identification: GAA18CA284
This May 2018 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Go according to the book . numbers never lie
If the landing speed is 55 or 60 practice it use these figures
Slipping my Luscombe was something I did regularly landing on a short grass strip that had a
50 foot hill on one end and a power line on the other. Wonder how many pilots or students practice the slip technique regularly.
Pete
This airport can be viewed very well on a map overhead or street view. There are trees very close to the approach end of runway 36. 700 ft is about the landing distance that will cost. That airplane’s rollout distance is nearly 1000 ft leaving little room for error on a 2000 ft runway. Headwind component was 4-5 kts. I think the pilot’s underestimation of the wet runway condition is right. Takeaway – if inadequate room for error, don’t fool with a negative runway or wind condition.
These articles are somewhat abbreviated, so it’s good to see someone do a little homework before commenting.
Good analysis, but still, these were not adverse conditions. All things considered, a safe landing could have been executed.
A friend whom I had checked out in my Tcraft, including the use of the required SLOW final approach speed brought his instructor out to Santa Paula for a ride in it. After a couple of T&G’s the instructor, an ex-F-86 pilot and regularly flew commuters in a Cessna 310, said, “Here, Let Me Show You How To Fly This Thing!” He pulled power exactly opposite the numbers, and set up a 70mph glide. Paul didn’t say anything, but noted the airspeed. Which in the Tcart should have been 55. On Base, perfect position, but still 70, Paul quietly said, “You might want to slow down a bit.” The instructor glared at him. On final, Still 70, Paul repeated the advice, and the instructor, “Who’s the Instructor here???” Paul shut up, and the guy crossed the fence, perfect altitude, still 70. When he floated by me at the opposite end of the runway, STILL 3′ high, he slid back the window, stuck his head out, and yelled, “HELLLLPPP!!!”
remember the student pilot motto/ ” here I am right in the grove! High and hot–right where I want to be!! NOT!!
Landing long can always have the potential of an over run. Higher , makes for hotter. teach that kid to loose altitude with a slip, S turning, or even a 360!!
And that final lesson?? Go the heck around!! The smart thing to do!!
I have done this in my Erucope or a Boeing 747. Does not look right do the go around–your most valuable insurance saving move!!
Going around IS NOT a disgrace, it is a demonstration of good pilot judgement. I repeat John’s advice. “Doesn’t look quite right, GO AROUND.” This from a 55-year CFII, 10K+ Acro instructor.
The “Committed to Landing” attitude is the cause of most landing accidents. You should NEVER commit until turning off onto the taxiway. If you have that attitude, “Never Commit until stopped”, you will not have a landing accident.
Actual probable cause: “landed hot too far down the runway”.