CEN18LA172

The private pilot stated that, during approach to the airport, the weather observation system reported variable winds of 4 to 6 knots, which was less than forecast. While on short final approach for landing to runway 21, the pilot experienced "strong updrafts from unusual landforms," and when the airplane landed about halfway down the runway, he experienced "strong gusts causing swerving." The airplane was departing the side of the runway when the pilot chose to abort the landing by applying full engine power. The airplane was unable to outclimb the rising terrain off the side of the runway and subsequently impacted the ground and a fence. Postaccident examination of the airplane revealed no anomalies that would have precluded normal operation. A review of recorded weather information showed winds consistently from 220° at 23 to 32 knots, which would have resulted in a crosswind component of between 2 and 6 knots. The strong updrafts the pilot experienced would have been consistent with mechanical turbulence, which could have been confirmed by wind indications from the airport windsock(s).

On May 11, 2018, at 0827 central daylight time (CDT), an experimental amateur-built Whittman RV6 airplane, N833DW, impacted terrain during an aborted landing on runway 21 at Hutchinson County Airport (BGD), Borger, Texas. The airplane was destroyed by impact forces. The private pilot sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed for the cross country flight. The flight departed from H A Clark Memorial Field Airport, Williams, Arizona, at 0830 mountain standard time (MST) and was destined to BGD. The pilot stated the BGD automated surface observing system (ASOS) was reporting a variable wind of 4-6 knots, which was less than forecast. During a visual approach to runway 21 (3,897 feet by 100 feet, dry asphalt), the pilot stated that he flew an upwind pattern entry and on short final, experienced "strong updrafts from unusual landforms". The pilot landed the tailwheel equipped airplane on runway 21, near the intersection of runway 17/35 (about 1,650 feet down runway 21), and "experienced strong wind gusts causing swerving". The pilot said that as "conditions deteriorated," he decided to abort the landing and applied full engine power while the airplane was departing the runway at about a 20° angle toward the right. The airplane began to climb over rising terrain off the side of the runway. The landing gear dragged through heavy brush/weeds, which reduced the airplane's acceleration. The pilot attempted to fly the airplane under approaching powerlines due to a lack of airspeed needed for a climb. The airplane then impacted the ground and a chain link fence. Airport Facility Directory information for BGD showed the installation of three windsocks at the airport. The windsocks were located between the approach end of runways 17 and 35 and between runways 3 and 35. BGD ASOS recorded the following wind information: At 0551 CDT: wind - 220° at 17 knots, gust - 28 knots At 0651 CDT: wind - 220° at 21 knots, gust - 32 knots At 0751 CDT: wind - 220° at 17 knots, gust – 26 knots At 0851 CDT: wind - 220° at 14 knots, gust – 23 knots The calculated crosswind component on runway 21 with a wind from 220° at 14 knots was 2 knots and winds from 220° at 32 knots was 6 knots. The airplane did not have and was not required to have a published maximum demonstrated crosswind velocity capability due to its classification as an experimental airplane A flight instructor, who provided flight instruction in RV-6 airplanes, stated that a comfortable crosswind velocity for a pilot with average skill would be about 15 knots, and a skilled pilot could land the airplane with a 20-25 knot crosswind. He said the RV6 was capable of landing in 20-25 knot crosswinds. According to a Federal Aviation Administrator (FAA) inspector from the Lubbock Flight Standards District Office, therewere no witnesses to the accident. The UNICOM operator at the time did not realize the airplane was landing because he did not hear the pilot make radio calls on UNICOM. The operator first learned of the accident through 911, which was looking for the airplane. Post-accident examination of the airplane by the FAA inspector revealed no mechanical anomalies that would have precluded normal airplane operation. The inspector stated that the wing flaps were in the fully extended position of 40 °. The Airplane Flying Handbook (FAA-H-8083-3B), Chapter 8, Approaches and Landings, stated in part: "…a review of accident statistics indicates that over 45 percent of all general aviation accidents occur during the approach and landing phases of a flight. A closer look shows that the cause of over 90 percent of those cases was pilot related and loss of control was also a major contributing factor in 33 percent of the cases." Chapter 8, Approaches and Landings stated that stabilized descent angle is controlled throughout the approach so that the airplane lands in the center of the first third of the runway and if a landing cannot be made on the first third of the runway, or the airplane drifts sideways, execute a go-around.