DEN05LA022

Prior to landing, the pilot obtained the current weather information at the airport, which reported gusty wind conditions. On ATIS, the wind was reported from 270 degrees at 25 knots and gusting to 31 knots. After crossing runway 26R's threshold, approximately 100 to 200 feet agl, the airplane encountered a "soft pocket of air" and dropped 50 feet. During the landing flare, the airplane encountered a wind gust, and the airplane ballooned up. After the wind gust, the pilot added "a little power [to the engine]." During a second attempt to touchdown, the airplane encountered another wind gust and the "right wing lifted up and [the airplane] veered to the left approximately 30 degrees." The airplane "mushed," and the pilot flew the airplane between two construction vehicles near the edge of the runway. The airplane touched down on the terrain between the runway and the parallel taxiway. After touchdown, the airplane skidded to the right and the left main gear collapsed, and the airplane then skidded to the right and the right main gear collapsed. The airplane came to rest upright between the runway and taxiway. According to airport personnel, two aircraft which landed after the accident airplane, reported encountering wind shear while landing.

On October 29, 2004, approximately 1435 mountain daylight time, a Cirrus Design Corporation SR22, single-engine airplane, N203RF, sustained substantial damage when it impacted terrain following a loss of control while landing at the Pueblo Memorial Airport (PUB), Pueblo, Colorado. The instrument-rated private pilot and three passengers were not injured. The airplane was registered to and operated by the Rapid Flyers LLC, Rapid City, South Dakota. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight. The flight departed Cedar City, Utah, approximately 1200, and was destined for Pueblo.

According to the pilot telephone interview with the NTSB Investigator-In-Charge and a written statement, after departure from Cedar City, the airplane encountered moderate turbulence at various altitudes en route to Pueblo. Prior to the arrival at PUB, the pilot obtained the current automatic terminal information service (ATIS) which reported the wind from 270 degrees at 25 knots and gusting to 31 knots. The pilot was cleared by the PUB air traffic controller (ATC) to land on Runway 26R and ATC reported the wind from 270 degrees at 28 knots. Runway 26R is a 10,496 feet long by 150 feet wide asphalt runway.

On final approach, the pilot stated the airplane's approach path was high according to the visual approach slope indicator (VASI). After crossing the runway threshold, approximately 100 to 200 feet agl, the airplane encountered a "soft pocket of air" and dropped 50 feet. During the landing flare, the airplane encountered a wind gust and the airplane ballooned up. After the wind gust, the pilot added "a little power [to the engine]." During a second attempt to touchdown, the airplane encountered another wind gust and the "right wing lifted up and [the airplane] veered to the left approximately 30 degrees." The airplane "mushed," and the pilot flew the airplane between two construction vehicles near the edge of the runway. The airplane touched down on the terrain between the runway and the parallel taxiway. After touchdown, the airplane skidded to the right and the left main gear collapsed, and the airplane then skidded to the left and the right main gear collapsed. The airplane came to rest upright between the runway and taxiway, and the pilot performed an aircraft shutdown in accordance with the manufacturer's checklist. The pilot reported that no notice-to-airmen (NOTAM) was issued by the airport for the construction near the runway.

After the accident, the pilot had a conversation with the air trafffic control tower supervisor. The supervisor stated two aircraft, which landed after the accident airplane, reported encountering wind shear while landing.

At the time of the accident, the pilot had accumulated approximately 2,002 total flight hours and 284.5 flight hours in the accident airplane.

Examination of the airplane by a Cirrus Design Corporation approved repair facility representative revealed the belly closeout panel, located under the forward wing spar, was cracked and bent. According to Cirrus Design Corporation, the belly closeout panel is a primary fuselage structure which is designed to carry fuselage bending loads. The panel is bonded in place and Cirrus Design Corporation considers the replacement of the panel a major repair due to the bonding process.