ERA24LA126

The pilot was attempting to land on a 4,451-ft-long, 70-ft-wide asphalt runway. A right 60° quartering crosswind prevailed at 10 knots, gusting to 16 knots. The pilot reported that he selected full flap extension (100%) and turned onto the final leg of the airport traffic pattern at 600 ft. Just above touchdown, while in the landing flare, the airplane drifted to the left due to a wind gust. He announced and initiated a go-around and gained altitude. The propeller and landing gear then struck the top of a tree and he lost control of the airplane. The airplane subsequently came to rest on a golf course adjacent to the runway. Data downloaded from the airplane’s remote data module, and a postaccident examination of the wreckage, did not reveal evidence of any preimpact mechanical malfunctions. Review of airport security video revealed the airplane in about a 45° left crab to the runway, at very low altitude, with flaps fully retracted, as it entered an aerodynamic stall to the left and impacted terrain. The airplane’s flight manual indicated that the flaps should be set at 50% extension for a go-around procedure. Based on this information, the pilot’s full retraction of the flaps during the attempted go-around resulted in a loss of lift, sink, and aerodynamic stall at an altitude too low for recovery.

On March 1, 2024, about 1243 eastern standard time, a Cirrus SR20 airplane, N1108T, was substantially damaged when it was involved in an accident in Key Largo, Florida. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight departed Pompano Beach Airpark (PMP), Pompano Beach, Florida, destined for Ocean Reef Airport (07FA), Key Largo, Florida. According to the pilot, after departing PMP, the flight was unremarkable. He entered the traffic pattern at 07FA at 1,000 ft on the left downwind leg for runway 5, joined the base leg at 800 ft with approach flaps, and then selected full flaps and turned onto the final leg at 600 ft. His final approach was stable. Then, just above touchdown, while in the landing flare, the airplane drifted to the left due to a wind gust. He announced and initiated a go-around and gained altitude. The propeller and landing gear then struck the top of a tree, and he lost control of the airplane. The airplane subsequently came to rest on a golf course adjacent to the runway. According to ADS-B data provided by the FAA, the flight departed about 1207, turned on course, and while enroute climbed to a GPS altitude of about 700 ft before entering the left downwind leg of the traffic pattern for runway 5 at 07FA about 1238. The flight then joined the left base leg at 1239:29 at approximately 650 ft, and then turned onto the final leg at 1240:33 at approximately 525 ft. The last ADS-B position was recorded at 1242:03 over the Card Sound Golf Club, at an altitude of about 50 ft, approximately 104 ft to the left of the centerline of runway 5. The propeller was found separated from the crankshaft and was near the initial impact point at the beginning of the debris field, which continued to the main wreckage. The engine had been partially separated from its mounting position and the nose wheel landing gear assembly had separated from its mounting position. The outboard 4-ft of the right wing had broken off and the leading edge of the left wing displayed a fracture along the wingtip and leading edge. Flight control continuity was confirmed from the flight control surfaces to the cockpit. The mixture control was found in the full rich position and the power lever was found to be in about the three-fourths forward travel position. The wing flaps were in the up (0%) position. The propeller displayed evidence of blade polishing and chordwise scratching and the separated crankshaft flange displayed a 45° shear-type break. Oil was discovered in the engine rocker boxes and oil sump. Thumb compression and suction were obtained on all six cylinders. All the intake and exhaust valves were functional and drivetrain continuity was confirmed from the front of the engine to the rear gears. Both magnetos also produced spark and no anomalies were noted with the fuel injection system. The recorded weather at 07FA, at 1235 (about 8 minutes before the accident), included:winds 120 at 10 knots, gusting to 16 knots, 10 miles visibility, clear skies, temperature 27° C, dew point 21° C, and an altimeter setting of 30.18 inches of mercury. The recorded weather at 07FA, at 1255 (about 12 minutes after the accident), included: winds 110 at 11 knots, gusting to 17 knots, 10 miles visibility, clear skies, temperature 27° C, dew point 21° C, and an altimeter setting of 30.17 inches of mercury. Review of data downloaded from the airplane’s remote data module did not reveal evidence of any preimpact mechanical malfunctions. Review of airport security video revealed the airplane in about a 45° left crab to the runway, with flaps fully retracted, as it entered an aerodynamic stall to the left and impacted terrain. Review of an airplane flight manual for the make and model airplane revealed instructions to set the flaps at 50% extension for a go-around procedure.