WPR23LA002

As the pilot approached the destination airport, the wind was reported as light and variable. He stated that as he flew the visual approach to runway 4 and prepared to land, he encountered a major gust of wind and elected to perform a go-around. The pilot reported that he applied full engine power, retracted the landing gear and flaps, and initiated a climb when the “stall shaker started shaking”. The pilot lowered the nose to prevent the airplane from stalling and initiated a gear-up landing to an open field adjacent to the runway. The pilot reported encountering a gust of wind; however, the wind reported at the airport 4 minutes before the accident was from 180 ° at 11 knots. The wind reported about an hour after the accident was from 160° at 10 knots. Neither weather report indicated wind gusts or significant changes in wind direction. The calculated crosswind component at the time of the accident was about 7 knots, with a tailwind of about 8 knots. Postaccident examination of the airplane revealed no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. Given the pilot’s description of the go-around and the absence of a mechanical failure or malfunction, he likely retracted the flaps before establishing the required climb airspeed and positive rate of climb. The quartering tailwind would have contributed to the loss of expected airplane performance, resulting in an incipient stall and the subsequent gear-up landing.

On October 2, 2022, about 1600 Mountain daylight time, a Piper PA-46-350P, N987PS, was substantially damaged when it was involved in an accident near Clovis, New Mexico. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he encountered “a major wind gust” while on a visual approach to runway 4 at Clovis Regional Airport (CVN). In response, he aborted the approach, applied full engine power, and retracted the landing gear and flaps; however, the airplane did not have enough speed and power to maintain flight. The pilot subsequently felt the airplane buffet and lowered the nose. The pilot maneuvered the airplane and initiated a gear-up landing to an open field adjacent to runway 4. During the landing sequence, the right horizontal stabilizer impacted an airport sign, and the airplane came to rest upright. A postaccident fire ensued. The automated weather observation station located on the airport reported that, about 4 minutes before the accident, the wind was from 180° at 11 knots. The same automated station reported that, about 56 minutes after the accident, the wind was from 160° at 10 knots. The calculated crosswind component at the time of the accident was about 7 knots, with a tailwind of about 8 knots. Postaccident examination of the airplane revealed that the fuselage undercarriage, right horizontal stabilizer, and the right elevator were substantially damaged. A subsequent examination of the recovered wreckage revealed no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. A review of the airplane’s Pilot Operating Handbook (POH), Section 4.33, “GO-AROUND,” states in part, “To initiate a go-around from a landing approach, the mixture should be set to full RICH, the propeller control should be a full INCREASE, and the throttle should be advanced to full power while the pitch attitude is increased to obtain the balked landing climb speed of 80 KIAS. Retract the landing gear and slowly retract the flaps when a positive climb is established. Allow the airplane to accelerate to the best angle of climb (81 KIAS) for obstacle clearance or to the best rate of climb speed (110 KIAS) if obstacles are not a factor.”