The Aircraft Owners and Pilots Association Air Safety Institute (ASI) has released a new video in its Early Analysis series providing an initial examination of a recent accident.
On Sept. 28, 2024, a Cirrus SR22 crashed at First Flight Airport (KFFA) near the Wright Brothers National Memorial in Kill Devil Hills, North Carolina. Sadly, the aircraft’s pilot and all four passengers perished in the accident.
“In Early Analysis: Cirrus SR22 Crash Near Wright Brothers National Memorial, Kill Devil Hills, North Carolina, ASI looks at factors that are expected to be the subject of the National Transportation Safety Board investigation. We want to help general aviation pilots understand what is known about the accident and what we can learn from this tragedy to fly safer,” said AOPA’s ASI Senior Vice President Mike Ginter.
“The pilot executed a go-around after flying an initial approach to Runway 21,” he continued. “He lost control of the aircraft during his second landing attempt, and the aircraft impacted trees adjacent to the runway. The NTSB will likely look at the pilot’s experience and proficiency — including flying stabilized approaches and executing go-around procedures — and the gusting winds causing possible mechanical turbulence near the runway that may have led the pilot to lose control.”
“Loss of control accounts for the largest cause of all general aviation accidents, including takeoffs and landings. So, it is imperative to always fly stabilized approaches and regularly practice go-arounds so we’re proficient to execute the maneuver when needed,” Ginter concluded.
View the video here.
View other Early Analysis videos here.
Assuming CG means center of gravity, now what? CG would be different considering fuel burn off and CG change, my take away is keeping the nose lower until speed is increased. Is that correct?
I don’t think that it was a CG problem. But with full fuel and 5 folks, the pax capacity is about 800 lb, so unless 2 of them were light weight, it was about 200 lb over gross.
Landing wouldn’t be a problem, but a go-around would cause a slower recovery to climbing flight.
Then the high P-factor would need a bit of skill to gain airspeed , keep the wings level, and not pitch up excessively.
Serious safety organizations wait for the facts. Even with the unfortunate circumstances that led to their change in leadership, I continue to be disappointed that ASI has decided to continue to join the cacophony of YouTubers arm chair quarterbacking these events. It detracts from their credibility especially when you consider these videos are monetized.
Unfortunately there is way too many dummies flying airplanes that think they are skilled pilots. Most of them never take any kind of recurrent training to hone up on basic skills, they just jump in the plane and go much to the danger of their passengers. I know many of them who are no longer with us!
I was a check airman on the B-757, 767 for a major airline. You’d be amazed at how many professional pilots mess up go arounds on their check rides and require remedial training.
It’s not easy and procedures must be exact, especially when heavy! They never get to practice them on the line routinely. But a MA has to be done correctly, especially when least expected.
Go over the MA procedure in your head even when your approach is going great.
Max power
Flaps up (to recommended setting)
Pitch up ( ~10° above horizon)
Positive rate – gear up (…)
All that said, my first suspicion would be CG.
“Keep ‘em flying, boys and girls.”
My thoughts are;
5 folks and full fuel, maybe over gross
Being heavy and slow, quick full power get s a LOT of P-factor and a stall-spin.
BTW it is right traffic for that runway..!!
Yes, but as I’m sure you know, it’s full power, right rudder, and forward pressure all at the same time.