According to automatic dependent surveillance-broadcast (ADS-B) information, the Cirrus SR22 departed Creston Municipal Airport (KCSQ) in Iowa and flew to Lamoni Municipal Airport (KLWD).
The pilot received flight following from air traffic control (ATC) until about 14 miles northwest of KLWD, an uncontrolled airport. The pilot did not communicate any concerns to ATC prior to leaving the frequency.
The last ADS-B information showed the airplane on short final to Runway 36 at KLWD with a groundspeed of 74 knots.
Several witnesses saw the airplane bounce during the landing on Runway 36, followed by increase in engine noise “as if just making a touch and go.”
Witnesses then observed the airplane bank left, with the left wing tip striking the ground. The airplane then “cartwheeled” and hit the ground to the left of the runway.
A post-impact fire ensued and the pilot and passenger were not able to get out of the airplane. They both died in the crash.
The airplane initially contacted the ground about 75 feet left of the runway edge and about 1,050 feet beyond the Runway 36 threshold. Left wingtip debris was located about 60 feet beyond the initial ground scar and the debris path was on a heading of about 300°.
Ground scars, consistent with propeller blade strikes, were located about 15 feet beyond the left wingtip debris, and the distance between five ground scars was about 3 feet. The airplane came to rest in a soybean field about 60 feet beyond the propeller strike ground scars.
While the airplane sustained significant fire damage, flight control continuity was confirmed, and the wing flaps were in the retracted position.
The engine separated from the airframe during impact sequence. Engine continuity was established throughout the rotating group, valve train, and accessory section during hand rotation of the crankshaft.
Probable Cause: The pilot did not maintain aircraft control during an attempted go-around after a bounced landing, which resulted in impact with terrain and a post-impact fire.
To download the final report. Click here. This will trigger a PDF download to your device.
This July 2021 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.
A 300+ hp engine pushed to full throttle will have significant P factor, easily countered with right rudder, but not all that much torque roll—unlike the monster engines of WWII fighters. There’s really no comparison.
Nonetheless it’s a shame that it’s still all too possible for low time pilots to get over their heads by transitioning into too much airplane, just because they can afford it. It is so much safer to gradually move up in steps, rather than in giant leaps.
Is the result of Torque Roll with aileron flight control input not countering. (Different from P-Factor with rudder flight control countering)
Probable Cause is engine at a high power setting with not enough airflow over the wings to make good the flight envelope that the airplane and pilot are supposed to be continuously operating in. Near the ground- no chance.of an incident free outcome.
Not taught in General Aviation Flight training.
Solution: Teach Out-Of- Envelope Recovery In A Simulator.
Procedures- Must be Instant, Rote, and Memorized.
For more real life examples- View (Youtube) of WW2 Navy Aircraft Carrier Accidents.
Note, the airplanes that bounce on landing or try to Go-Around near to touch down that don’t make it. See that their nose goes up, the airplane banks Left- and out of control, over the edge it goes. Sometimes all the way upside down. Are the flight controls viewable in the videos? Keep in mind these pilots were well trained and probably at the top of their game at the time. We are out-of-flight-envelope in GA at low speeds,less than Vref-15, but over Vs with High Power. Vs, decreases in ground effect. Watch out, all planes bite when out of the envelope.
“We are out-of-flight-envelope in GA at low speeds,less than Vref-15”. Not really. If done correctly, the landing touchdown is accomplished slightly above stall speed with the wing supporting the full weight of the airplane and is a gentle contact with the runway. The airplane is in full control.
Torque roll and P-factor wouldn’t exactly be countering. Torque roll is a rolling motion – P-factor a yawing motion.
Plane may have gotten into an irreversible situation because of the pilot/owner trying to conform to CFI input. Either flying alone may have been a non event.
Are you saying the pilot and CFI may have been fighting each other on the controls? According to the final report the passenger in the right seat was a 15 year old and a second pilot was not present.
It’s very sad that this low time pilot [ 166 hrs], who trained in a Cessna 172 and 8 months after getting his PPL, he buys and then crashes a Cirrus SR22T.
The transition training apparently didn’t prepare him sufficiently for the huge P factor/ left turning with 310 HP..!!
I thought those were home builts w parachutes but I am probably thinking of a different aircraft. They were extremely tight inside and honestly they should have stayed with the sturdy Cessna. Sad..