History of Flight
On June 9, 2016, at 1309 central daylight time, a Cirrus SR20, N4252G, experienced a loss of control during a go-around and impacted terrain at William P. Hobby Airport (HOU) in Houston, Texas. The private pilot and the two passengers were fatally injured, and the airplane sustained substantial damage. The aircraft was registered to and operated by Safe Aviation, LLC, Moore, Oklahoma, under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and a visual flight rules flight plan had been filed. The flight departed from University of Oklahoma Westheimer Airport (OUN) at about 1000 and was destined for HOU.
Approaching HOU, a high-volume air carrier airport surrounded by Class B airspace, the pilot received numerous instructions from air traffic controllers to sequence between several Boeing 737 aircraft. The following timeline is based on air traffic control (ATC) recordings and radar data.
At 1252:47, the pilot contacted HOU tower and was cleared to land on runway 4, instructed to follow a Boeing 737 on a 3-mile final. At 1254:39, the controller directed the pilot to maintain maximum forward airspeed due to a trailing Boeing 737 on a 9-mile final traveling 80 knots faster. At 1256:58, the controller directed the pilot to go around and fly runway heading. Subsequently, the pilot received various instructions to change runways and maneuvers, including a right base to runway 35, a left turn for traffic conflict resolution, and multiple clearances to land on runway 4 or 35. At 1301:16, the aircraft was southeast of runway 35 heading 040°, and the controller instructed a right turn to land. At 1303:25, the controller noted the aircraft might be too high, and the pilot performed a go-around. At 1307:03, after a wind check, the pilot was cleared to land on runway 35 but replied she was trying to descend. At 1308:21, the aircraft was over runway 35 and the pilot announced another go-around. The new local controller instructed a left turn to enter a downwind for runway 4, but during the transmission, the controller exclaimed urgent commands. Witnesses observed the aircraft at low altitude making a left turn and descending. Security camera video showed the aircraft in a left spin, about 45° nose down with a slight left-wing-low attitude before impact. It struck an unoccupied automobile in a hardware store parking lot about half a mile north of runway 35. The airframe parachute rocket motor activated on impact, but the parachute did not deploy.
Personnel Information
The pilot held a private pilot certificate issued on May 2, 2014. Her logbook indicated at least four previous landings within Class B airspace, most recently at Dallas Love Field on May 30, 2016, and a departure on June 3, 2016. No evidence was found that she had flown to HOU before the accident. Interviews and logbook review did not show completion of a flight review within the preceding 24 calendar months, as required by 14 CFR 61.56(c).
Aircraft Information
The manufacturer's go-around checklist specifies pitching to maintain best angle of climb (81-83 KIAS) before raising flaps. The published stall speed at 0° bank, idle power, flaps up is 69 KIAS; with flaps full down, stall speed is 59-61 KIAS.
Meteorological Information
At the accident time, the sun's altitude was about 83° above the horizon, azimuth about 158°.
Wreckage and Impact Information
All major components were accounted for. The nose was aligned about 330° magnetic. The propeller separated just aft of the flange; all three blades displayed curling, chordwise scratches, and leading edge damage. The wing remained attached.
Medical and Pathological Information
An autopsy determined the cause of death as multiple blunt force injuries, manner accident. Toxicology tests were negative for carbon monoxide and ethanol. Ibuprofen and naproxen were detected in urine; zolpidem was detected in heart blood. Zolpidem is a prescription sleep aid that may impair ability; the FAA recommends a 24-hour wait before flying. The pilot did not report zolpidem use on her most recent medical application.
Tests and Research
Flight data from the Garmin G1000 and data module were analyzed. At 1308:19, the aircraft pitched up at 63 KIAS, 102.8 ft msl, with full flaps. It climbed at 9-11° nose up, 66-74 KIAS. At 1308:26, peak airspeed of 74 KIAS occurred, then decreased. At 1308:45, a left turn began with airspeed through 64 KIAS. Power reduced from 94% to 81% at 1308:52. Flaps were retracted from full to half at 1308:56, and to 0° at 1309:02, with the aircraft at 13° nose up, 26° left bank, 58 KIAS. One second later, bank increased to 71°, pitch dropped to 5° nose low, and power increased to 90%. No further data were recorded.