CEN12LA234

After an uneventful cross-country flight, the pilot announced to air traffic control his intention to enter the traffic pattern on right base leg for runway 9, even though there was a slight tailwind. After crossing over the numbers, the airplane floated longer than the pilot anticipated and touched down just before the 3,000-foot marker. The touchdown was straight and centered. The pilot felt comfortable that he had plenty of runway to safely bring the airplane to a stop and was expecting a smooth and straight rollout. Soon after touchdown, the airplane pulled to the left, and the pilot responded by applying brakes, with more pressure on the right brake. The airplane corrected slightly, and he eased off the brakes. The airplane was still pulling left, so he repeated the process of right-dominated braking, but the plane continued to pull left. At this point, the pilot realized that he was not going to be able to keep the airplane on the runway. He considered locking up the brakes and “riding it out” but thought that he could execute a go-around. According to the pilot, he advanced the throttle and eased back on the control stick, and the engine did not respond. The airplane nosed up, stalled, and came down off the left side of the runway. Examination of the flight controls and brake system did not show any preexisting mechanical malfunction or failures that would have precluded normal operation. The reason for the engine’s lack of response, as reported by the pilot, when he tried to initiate a go-around could not be verified. It is unknown whether a go-around with normal throttle response so late in the landing/rollout sequence could have prevented the accident. The reported wind at the airport about 5 minutes before the accident was from 270 degrees at 12 knots, gusting to 16 knots. Since the pilot landed on runway 9, the airplane would have encountered a direct tailwind of at least 12 knots, not taking into account the reported 16-knot gusts. It is likely that the tailwind influenced the airplane’s pull to the left after touchdown.

On April 4, 2012, at 1340 mountain daylight time, a Cessna Corvalis LC41-550FG, N1178L, registered to Performance by Design of Tuscon, Arizona, sustained substantial damage when it veered off runway 09 after landing at the Telluride Municipal Airport (TEX), Telluride, Colorado. The private pilot and his three passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight operated under the provisions of 14 Code of Federal Regulations Part 91. The flight originated at 1200 from Flagstaff, Arizona, and Telluride was its destination. After an uneventful cross country flight, the pilot announced his intention to enter a right base for runway 9, even though there was a slight tailwind. He said that he had studied the airport the night before and felt that runway 9 was the best approach and landing for the field even with a slight tailwind. The pilot stated that after crossing over the numbers, the airplane floated longer than he anticipated and touched down just before the 3,000 foot marker. The touchdown was straight and centered. The pilot felt comfortable that he had plenty of runway to safely bring the airplane to a stop and was expecting a smooth and straight rollout. Soon after touchdown, the airplane pulled to the left and the pilot responded by applying brakes with more pressure on the right brake. The airplane corrected slightly, so he eased off the brakes. The airplane was still pulling left so he repeated the process of right dominated braking but the airplane continued to pull left. At this point, the pilot realized that he was not going to be able to keep the airplane on the runway. He considered locking the brakes up and riding it out but felt that he could execute a go-around. As the pilot advanced the throttle and eased back on the control stick, the engine did not respond. The airplane nosed up, stalled, and came down off the left side of the runway. The pilot and all 3 passengers exited the airplane uninjured. The reported wind at TEX about 5 minutes prior to the accident was from 270 at 12 knots, gusting to 16 knots. METAR KTEX 041935Z AUTO 27012G16KT 10SM CLR 10/M09 A3005 RMK AO2 FAA inspection of the airplane at the airport confirmed substantial damage to the integral composite main spars. Additionally, all three landing gear had sheared from the airplane during the accident sequence. Examination of the flight controls and brake system did not show any preexisting mechanical malfunction or abnormalities.