CEN24LA367

During descent to the destination airport, the pilot confirmed that the closest weather station reported the wind from 030° at 10 knots, gusting to 16 knots, so he planned to land on runway 34. While on the base leg of the traffic pattern, he extended the flaps to 100%, reduced the engine power, and slowed to 85 knots indicated airspeed (KIAS). While on final approach and after clearing a set of powerlines that were perpendicular to the runway, he made a steep approach to the runway. As the airplane was above the displaced threshold, the airspeed decreased to about 63 KIAS, entered an aerodynamic stall, and landed hard on the runway. As the airplane bounced, the pilot increased engine power to go around, then lost control, veered off the left side of the runway and impacted a tree and terrain. The airplane sustained substantial damage to the fuselage, wings, and engine mount. Postaccident examination of the runway revealed three distinct gouges where the landing gear impacted during the hard, bounced landing. The pilot reported that there were no preaccident mechanical malfunctions or failures that would have precluded normal operation.

On September 25, 2024, at 1833 central daylight time, a Cirrus SR22 airplane, N565CP, was substantially damaged when it was involved in an accident near Lakeway, Texas. The pilot sustained minor injuries and the passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he entered the traffic pattern at Lakeway Airpark (3R9), Lakeway, Texas. The closest weather reporting station, located about 9 nautical miles from the airport, indicated wind from 030° at 10 knots, gusting to 16 knots, so he planned to land on runway 34. While on the base leg, he extended full flaps and reduced the engine power to 30%. While on final approach, and after clearing a set of powerlines that were perpendicular to the runway, he made a steeper approach to the runway. Once the airplane was above the displaced threshold, the nose suddenly pitched down so he increased power, but the airplane bounced and veered off the left side of the runway. The pilot reported that there were no preaccident mechanical malfunctions or failures that would have precluded normal operation. Surveillance video of accident sequence was provided by a homeowner. The video showed the airplane landing on runway 34 when it touched down before the displaced threshold toward the left side of the runway. The airplane banked left as it climbed slightly, then the left wing impacted a small tree. The airplane spun left as the left wing dragged on the ground and continued to spin the airplane to the left. The airplane nosed down, and the propeller/engine impacted the ground and separated from the airplane. The airplane faced the runway as it slid backward, then continued to rotate to the left. The airplane came to rest upright with the left wing mostly separated from the fuselage. The airplane was equipped with a Garmin G1000 Integrated Flight Deck and a Heads Up Technologies recoverable data module recorder. A review of the data showed that the airplane departed from Tyler Pounds Regional Airport, Tyler, Texas, at 1727:40 and turned to the southwest and climbed to 6,770 ft GPS altitude with the autopilot engaged. At 1820:30, the airplane descended and leveled off at about 1,900 ft GPS altitude. At 1830:09, the autopilot was disconnected. At 1830:30, the airplane turned to the south, entering a left downwind for runway 34 at 3R9. At 1831:40, the airplane turned base, then flaps were extended to 100% at 1832:06. At 1832:16 the airplane turned final at 1,314 ft GPS altitude and 85 KIAS. At 1833:09, the pitch increased to +7°, and the stall warning activated for about one second. At about 1833:10, the airspeed was 59 KIAS and the airplane began deviating to the left of the extended runway centerline and began climbing. The engine RPMs increased to nearly full power at this time. At this point the airplane was over the displaced threshold. The stall warning activated again at 1833:11. The airplane descended at1833:17 and impacted terrain. The responding FAA inspector and representatives from Cirrus Aircraft reported that there were three distinct gouges in the runway where the landing gear impacted during the bounced landing. Postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. According to the Cirrus SR22 airplane flight manual, the stall speed with 100% flaps ranged from 63 to 64 KIAS, depending on the airplane’s center of gravity.