Accident Overview
On June 1, 2024, about 1218 central daylight time, a Cirrus SR20 airplane, N275RS, sustained substantial damage when it was involved in an accident near Aitkin, Minnesota. The pilot and one passenger were not injured; a second passenger sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Sequence of Events
According to the pilot, he departed Aitkin Municipal Airport (AIT) about 1130 for a short flight, noting no anomalies. During landing on runway 16 with mild wind gusts, the airplane touched down, bounced, and the pilot elected to perform a go-around. The pilot reported that he “followed all procedures to execute the maneuver [and] upon applying full power, the engine didn’t respond resulting in very little power.” Determining the airplane would not properly climb, he initiated an emergency landing, including a low-altitude activation of the Cirrus Airframe Parachute System (CAPS). The airplane came to rest upright in swamp vegetation adjacent to the runway. The right wing and fuselage sustained substantial damage. Recovery personnel drained about 30 gallons of fuel from the airplane.
One passenger stated to local law enforcement that the approach and landing were bumpy, and the pilot conducted a go-around after touchdown. During the go-around, the pilot had the engine at full throttle. Above the end of the runway, the airplane encountered a wind gust and did not seem to have enough power. The passenger felt the airplane was going to go inverted, and the pilot pulled the parachute.
Postaccident Examination
Postaccident examination revealed the flaps were at the 100% extended position. The three propeller blades were bent aft about 25–40°. The engine crankshaft was manually rotated with no anomalies. The engine oil filter was punctured and replaced with a new filter to accommodate an engine functional test. A remote fuel source was connected to the airframe fuel boost pump inlet, and the airframe was secured to a cart assembly for the test.
The engine immediately started, but only 1,400 rpm were achieved due to bent propeller blades and excessive vibration. The damaged propeller was removed and replaced with a minimally damaged (slight aft bend in all three blades) larger diameter propeller, typically installed on an IO-520 series engine. A second engine functional test was performed: the engine immediately started and was test-run through a wide range of rpms, reaching 2,400 rpm with no hesitation during a simulated quick power increase.
Flight Data Analysis
The Avidyne multi-function display (MFD) was removed and sent to the National Transportation Safety Board Vehicle Recorders Laboratory for data extraction. The logged engine data during the accident flight go-around revealed no anomalies with engine performance. A review of the engine performance data during the go-around was consistent with the engine performance data of the earlier takeoff from AIT.
Pilot Procedures and Weight & Balance
According to the Cirrus Pilot’s Operating Handbook, during a go-around, the flap setting should be reduced to the 50% position. At the time of the accident, the flaps were at 100% extended. The pilot’s calculated weight and balance, using 18 gallons of fuel, was near the forward center of gravity limit, and the pilot reported the airplane was about 142 pounds under the gross weight.
CAPS Deployment
An examination of the CAPS revealed the rocket and D-bag were located near the end of runway 16. The rear harness remained snubbed, with break stitches in place, and the reefing line cutters were not activated. The forward section of the right and left CAPS straps remained stowed in the CAPS channel. The remaining CAPS straps, risers, suspension lines, and parachute were found lying across the swamp terrain. Indications of parachute inflation or aerodynamic load were not present.